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An Electro-Mechanical Cylinder and Valve Deactivation System PDF
An Electro-Mechanical Cylinder and Valve Deactivation System PDF
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PAPER SERIES 2001-01-0240
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Author:Gilligan-SID:12381-GUID:15589890-140.124.144.231
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Author:Gilligan-SID:12381-GUID:15589890-140.124.144.231
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2001-01-0240
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
Author:Gilligan-SID:12381-GUID:15589890-140.124.144.231
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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.
Fig. 2:
CVD System for roller follower valve train (Solution A)
Solution A Solution B
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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 ]
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
Author:Gilligan-SID:12381-GUID:15589890-140.124.144.231
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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.
Initialization of coupling /
Valve closed
Fig. 5:
Schematic overview of switching process
Author:Gilligan-SID:12381-GUID:15589890-140.124.144.231
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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
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.
Author:Gilligan-SID:12381-GUID:15589890-140.124.144.231
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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.
3. Signal
4. Signal
ground
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Valve velocity
Valve lift
Coupling
Fig. 9:
Dynamic behaviour CVD valve train
Reaction time
3
Solenoid activated
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
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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
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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.
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:
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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
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
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REFERENCES
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