C O V E R S T O R Y FUTURE P OWERTR AIN STR ATEGIES

CYLINDER DEACTIVATION –
POTENTIALS & CONSTRAINTS
The ongoing introduction of
cylinder deactivation strategies
to reduce throttle or pumping
losses provide an opportunity
to achieve further reductions
in fuel consumption and CO2
emissions. Schaeffler demon-
strates how the modified tor-
sional vibration excitations can
be controlled with optimised
damper systems.

© Schaeffler Technologies

AUTHORS In practice, this means reducing the

DR.-ING. HARTMUT FAUST
is Senior Vice President R&D
Transmission Systems at LuK GmbH
& Co. KG in Bühl (Germany).
DR.-ING. MARTIN SCHEIDT
is Senior Vice President R&D
Engine Systems at Schaeffler
Technologies AG & Co. KG G in
Herzogenaurach (Germany).
INTRODUCTION
Downsizing and downspeeding repres-
ent particularly promising approaches to
reducing fuel consumption and CO2
emissions in vehicles powered by com-
bustion engines and this is reflected in
current developments in the powertrain.
However, there are limits to the reduc-
tions in individual cylinder capacity as
an optimum cylinder capacity of 400 cc
to 500 cc should be maintained for ther-
modynamic reasons.
number of cylinders whilst simultan-
eously increasing the charging level, in
order to maintain torque parity with
engines with greater displacement. All
these trends lead to greater torsional
excitation in the drivetrain, which in turn
leads to increased amplitudes as well as
lower frequencies that are significantly
more difficult to overcome. Optimised
damping systems are therefore necessary
in order to ensure there are no disadvant-
ages in the NVH behaviour in the
vehicle. These include a dual mass fly-
wheel (DMF) as well as using an addi-
tional centrifugal pendulum-type
absorber (CPA), whose design is
matched to the main order of excitation
of the engine and can therefore make
effective use of the absorber effect across
the whole speed range [1, 2].

38 www.autotechreview.com
 In the meantime, the CPA is also used is suppressed using a CPA, which is THE PRINCIPLES OF
in oil-filled hydrodynamic torque con- matched to the first order of the engine CYLINDER DEACTIVATION
verters in order to support the isolation speed [2, 8]. Three-stage operation of the
effect of the damping systems in the engine allows further savings in consump- Almost all cylinder deactivation systems
lock-up clutch. Furthermore, we have tion to be achieved, whilst maintaining currently in use interrupt the fuel injec-
also succeeded in adapting the long comfortable levels of NVH in both deac- tion and ignition in the cylinders to be
travel damper principle of the DMF for tivation modes due to the CPA. deactivated as well as disabling the valve
the isolation of vibrations to the front
end accessory drive (FEAD) to decrease
the dynamic loads in the belt. By lower-
ing the necessary preload this has a pos-
itive effect on the CO2 emissions.
“Temporary downsizing” in the form
of cylinder deactivation is an attractive
option as it allows the engine to run in
operating ranges with more favourable
specific fuel consumption, particularly
when low loads are encountered. At the
same time, the driver still has quick
access to a powerful engine to provide
high levels of driving pleasure and com-
fort in equal measure with regard to
NVH characteristics. In order to guaran-
tee acceptable and sufficiently smooth
engine running, even when operating
partially deactivated, only specific cylin-
ders may be deactivated at any one time,
depending on the firing sequence.
When operating with partial deactiva-
tion, even greater torsional excitations
occur in the drivetrain at the same time
as significantly reduced orders of excita- ➊ Operating characteristics curve and tractive resistance of a typical four-cylinder engine: The areas
of most favourable specific consumption are met at constant driving only in cylinder deactivation mode
tion. Further developments in torsional (© Schaeffler Technologies)
vibration damping systems are required
in order to control these excitations. A
CPA that is adapted to the deactivation
operation is already introduced in pro-
duction. In order to deploy cylinder deac-
tivation in smaller engines with only
three cylinders, Schaeffler is working on
a rolling cylinder deactivation (RCD
1.5/3), which is proving advantageous in
terms of the main order of excitation and
is therefore providing more straightfor-
ward control of torsional vibrations in
the drivetrain compared to the common
quasi-static cylinder deactivation (CDA
2/3) [3-7].
In six-cylinder engines, in addition to
the conventional deactivation of half the
cylinders, Schaeffler is working on a
sequential cylinder deactivation, where
initially four and then in an additional
step only two cylinders (where engine
torque demands are very low) are active
(SCD 4/6 and 2/6). In this configuration,
the main order of excitation, which occurs ➋ Typical operating range and fuel economy potentials for cylinder deactivation mode
in essentially the same way in both cases, (© Schaeffler Technologies)

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C O V E R S T O R Y FUTURE P OWERTR AIN STR ATEGIES
actuation. This allows better use of the
thermodynamic potential in the remain-
ing fired cylinders, whilst considerably
reducing the losses that occur inside the
engine. This solution is currently being
used in engines with four to 12 cylinders.
However, various investigations by
Schaeffler together with vehicle manufac-
turers show that even in a downsized
three-cylinder engine, consumption can
be reduced even further through tempor-
ary deactivation of cylinders.
For a given performance requirement,
the cylinders that are still operating after
cylinder deactivation have to take up the
work of the deactivated cylinders and
therefore produce an increased indicated
mean pressure. The amount of air
required for the higher load in the
remaining active cylinders is delivered via
a wider opened throttle, thus reducing
pumping losses and improving combus-
tion efficiency. This load point displace-
ment is shown in ➊ for a 1.4 l four-cylin-
der engine.
The cylinder deactivation strategy can
be categorised by the residual condition
(exhaust gas, fresh air or vacuum) in the
deactivated cylinders. The trapped gas
acts as a gas spring in the deactivated
cylinder. But additional effects must be
taken into consideration. When exhaust
gas is trapped, the heat of the trapped
gas, on the one hand, causes the cylin-
der to cool down more slowly, which is
an advantage in terms of reactivation.
On the other hand, this results in very
high pressures due to the large volume
of exhaust gas and the high temperatures
in the deactivated cylinders, which in
turn cause irregularities in the crankshaft
and also increase friction losses in addi-
tion to increased heat losses through the
cylinder walls.
Fresh air without fuel can only
be trapped in engines
with direct injec-
tion systems.
➌ Cross section of a switchable finger follower (left) and
a switchable pivot element (right) (© Schaeffler Technologies)
40
In this case, the air in the combustion
chamber quickly loses its charge motion
and therefore its kinetic energy. This
impedes reactivation of the deactivated
cylinder as the combustion is heavily
dependent on the mixture preparation
and thus the turbulence in the charge
motion. Both designs therefore represent
an impediment to switching between
operating modes and this has a negative
influence on the efficiency of the cylinder
deactivation. The deactivation phase
must therefore be maintained for a longer
period of time to ensure that a positive
overall fuel saving effect is achieved.
Investigations have shown that the pres-
sure in the cylinder, as a result of trapped
exhaust gas, equalises to the level when
fresh air is trapped after approximately
ten cycles due to blow by and cooling.
In the third deactivation mode, where
there is “trapped vacuum”, the inlet
valves no longer open after the exhaust
gas is expelled. To date, this option is
not being used in volume engine produc-
tion as there is a risk of engine oil being
sucked into the combustion chamber
due to the vacuum in the cylinder, which
can have a negative
influence on emissions
after reactivation.
Within currently
produced engines, a
defined set of cylin-
ders are deactivated
in a quasi-static
manner. Schaeffler
is currently work-
ing on a
concept for
three-cylin-
der engines
in which, after completing a working
cycle, each cylinder is deactivated for the
duration of the next cycle and then
re-fired again in the subsequent cycle.
This cylinder deactivation “rolls” through
all cylinders within the permissible deac-
tivation range of the engine, achieving an
even temperature level across the com-
bustion chambers and an even-spaced fir-
ing interval in the deactivated mode.
Rolling deactivation appears to be par-
ticularly favourable if small, precisely
measured quantities of residual gas are
trapped in the combustion chamber or are
held upstream in the intake port. The
vacuum that results from the expansion is
only brief and is followed by a positive
pressure phase and a fired working cycle
during the next rotation of the camshaft
with the result that there is no significant
ingress of engine oil into the combustion
chamber. The specific advantage here is
that the necessary volume of fresh air can
flow freely again at the next alternate fir-
ing cycle. The next combustion phase can
therefore take place without any effects
that would reduce efficiency.
To ensure that the quantity of residual
gas and the vacuum pressure assume
optimum levels at every operating point,
the engine valves must be controlled very
precisely and quickly, as is the case with
the fully variable UniAir system developed
by Schaeffler. This system realises any
required valve event in the cycle and can
completely close the valves when needed.
Simulations carried out on a three-cylin-
der engine indicate that lower overall fuel
consumption figures are achieved when
this type of rolling cylinder deactivation
concept, with effectively only 1.5 active
cylinders (RCD 1.5), is used in place of a
conventional cylinder deactivation with
two active cylinders (CDA 2/3).
However, when using sequential cylin-
der deactivation in six-cylinder engines, in
SCD 4/6 mode, initially only two cylinders
(or a total of four in SCD 2/6 mode) are
deactivated in a quasi-static manner, sim-
ilar to conventional deactivation.
DEACTIVATING THE VALVES
For reasons of comfort, the switchover
phase must not be detectable by the
driver. This means that the torque must
be balanced during the changeover from
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full engine mode to deactivation mode
and back. Furthermore, the transition
between the two modes must take place
quickly so that the engine can provide a
good response at any time. The position
of the throttle valve (cylinder charge),
ignition timing and fuel supply are con-
trolled by the engine control unit in order
to prevent variations in the torque. Fur-
thermore, the switchover phase must be
controlled in line with the firing sequence
and this must be monitored, as incorrect
switching has an impact in terms of
exhaust gas emissions.
During operation in deactivated mode,
the acoustics and the vibration excitation
behaviour of the engine change due to the
increased firing intervals and subsequent
lower excitation frequencies. This may
necessitate modifications to some com-
ponents such as the cam phasing unit, the
timing drive, the FEAD as well as for the
torsional vibration damping system in the
drivetrain, the exhaust system (sound
engineering) and the engine mounts.
Cylinder deactivation is therefore fre- ➍ Fully variable, electro-hydraulic valve control system
quently not applied at very low engine (UniAir) (© Schaeffler Technologies)
speeds for reasons of comfort. ➋ shows
the operating range and the associated
potential savings for possible cylinder
deactivation in the same typical 1.4 l
four-cylinder engine as shown above. It is
technically possible to deactivate the
valve motion for a relatively modest cost.
In principle, the function can be achieved
with the following components:
:: Switchable finger followers;
:: Switchable pivot elements; and
:: Fully variable electro-hydraulic valve
train system (UniAir).
The functional principle of switchable fin-
ger followers is based on the solution with
two finger followers or hinged-lever
designs that can be coupled to one
another, and which have a mutual pivot
point on one side and a locking mechan-
ism on the other, ➌ (left side). Both the
individual followers are connected with a
lost motion spring, which returns the
deactivated components to their starting
position after cam lift. ➎ Optimised damper system for a three-cylinder engine with quasi-static deactivation of one cylinder in
The hydraulic shift mechanism has a two-cylinder operation (© Schaeffler Technologies)
“pressureless locked” design for the fol-
lower variant so that the entire valve
stroke is completed even if there is no oil switchable finger followers into an exist- Switchable pivot elements also lend
pressure. This safeguards operation in ing engine design can be relatively easily themselves to being deactivated. The
limp-home mode and is required for achieved due to dimensional similarities inner part of the pivot element can be
cold-starting the engine. Integrating to the standard valvetrain. telescopically collapsed into the outer

autotechreview O c tob e r 2 016 Vo lu m e 5 | Is su e 10 41

C O V E R S T O R Y FUTURE P OWERTR AIN STR ATEGIES
part. A lost motion spring or spring
assembly is also required here to return
the internal moving part to its starting
position; the pre-set oil pressure provides
the actuation. However, the switchable
pivot element requires more vertical space
in the cylinder head, which frequently
leads to a packaging conflict with the
necessary intake and exhaust ports.
Using the fully variable electro-hy-
draulic UniAir system, ➍, not only allows
the valve stroke and/ or the opening
period for each individual cylinder to be
designed on a fully variable basis but also
allows the valves to be deactivated on a
cylinder-by-cylinder basis. Deactivation is
achieved by actuating the system’s integ-
rated switching valves as required. In the
established design with a hydraulic
bridge, both valves are actuated simultan-
eously so both valves are closed during
deactivation mode. If UniAir is installed
on the intake side only, it is possible to
combine this with switchable components
on the exhaust side.
DAMPER SYSTEMS
FOR DRIVETRAINS WITH
CYLINDER DEACTIVATION
Operating a three-cylinder engine on two
cylinders is technically demanding in
terms of vibration, while cost efficient
switching on the engine side is possible
with respect to the valve control, but the
main excitation is at a very low frequency
in the order of 0.5 due to the non-uniform
firing intervals. ➎ shows a suitably optim-
ised higher sophisticated damper system
consisting of a dual mass flywheel DMF
with multi-stage characteristics, torsion
damped clutch disk and additional integ-
ral CPA.
In six-cylinder engines with sequential
cylinder deactivation, two different firing
intervals also occur, but the sequence
repeats itself after only one rotation of the
crankshaft. The main excitation of the
first order, which occurs in both SCD 4/6
as well as SCD 2/6 mode is overcome by
using a CPA matched to the first order of
engine speed, ➏.
PROSPECT
It is highly probable that cylinder deactiv-
42
➏ Torsional vibration simulation for the three operating modes of a six-cylinder engine with
sequential cylinder deactivation SCD with a CPA matched to the 1st order (© Schaeffler Technologies)
ation will become increasingly important
in smaller engines, some with only three
cylinders. Suitably optimised torsional
vibration damper systems have to be used
more frequently due to the increased tor-
sional vibration excitation associated with
cylinder deactivation, particularly due to
the considerably lower excitation frequen-
cies. A more favourable torsional vibra-
tion excitation can be achieved by using
rolling cylinder deactivation RCD 1.5/3.
Schaeffler is ensuring that develop-
ments in the engine systems and trans-
mission systems business divisions are
closely aligned with respect to more
favourable firing sequences on the engine
side and associated optimised damper
systems. These are often designed with
centrifugal pendulum-type absorbers
(CPA) with orders of absorption tuned to
the main orders of excitation in the cylin-
der deactivation operation. An innovative
sequential cylinder deactivation with
three operating modes is now available
for six-cylinder engines in which the
engine can be operated with all six cylin-
ders, with four (SCD 4/6) or, in the final
stage, with only two active cylinders (SCD
2/6) depending on the drive torque
demands. The main excitation in the first
order of engine speed occurring equally in
both deactivation modes in accordance
with the firing sequence is isolated from
the drivetrain by integrating a CPA tuned
to the first order of engine speed.
REFERENCES
[1] Faust, H.: Highly Integrated Launch Elements
– For Best Comfort with Improved Fuel Economy.
CTI-MAG, The Automotive TM, HEV & EV Drives
Magazine by CTI, December 2015, pp. 31-33
[2] Faust, H.: Innovative Damper Solutions Ful-
filling new Powertrain Requirements. 14th Interna-
tional CTI Symposium Automotive Transmissions,
HEV and EV Drives. Berlin/Germany, 2015
[3] Scheidt, M.: Pure Efficiency. Developing Com-
bustion Engines from the Perspective of a Sup-
plier. 10th Schaeffler Symposium, Baden-Baden,
2014, pp. 42-55
[4] Faust; H.: Powertrain Systems of the Future.
Engine, Transmission and Damper Systems for
Downspeeding, Downsizing, and Cylinder Deactiv-
ation. 10th Schaeffler Symposium, Baden-Baden,
2014, pp. 24-40
[5] Faust, H.: What Transmission Systems can do
for Downsizing and Downspeeding of Powertrains
and Cylinder Deactivation. VDI Reports no. 2218.
Düsseldorf: VDI-Verlag 2014, pp. 419-441. VDI
Conference Drivetrain for Vehicles, Friedrich-
shafen, 2014
[6] Scheidt, M.; Brands, C.; Lang, M.; Kuhl, J.;
Günther, M.; Medicke, M.; Vogler, C.: Statische
und dynamische Zylinderabschaltung an 4- und
3-Zylindermotoren. 2. Internationaler Motorenkon-
gress, Baden-Baden, 2015
[7] Schamel, A.; Scheidt, M.; Weber, C.; Faust,
H.: Is Cylinder Deactivation a Viable Option for a
Downsized 3-Cylinder Engine? 36th International
Vienna Engine Symposium, Vienna/Austria, 2015
[8] Faust, H.: Powertrain with Sequential Cylinder
Deactivation (SCD) Modes of 6-Cylinder Engines.
VDI Reports no. 2256. Düsseldorf: VDI-Verlag
2015, pp. 105-117. VDI Conference Drivetrain for
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