CYLINDER DEACTIVATION

Seminar report submitted in partial fulfilment of the requirements

for the award of

Diploma

in

Automobile Engineering

of

Technical Education, Kerala

by
ABHIJITH A R (20051704)

DEPARTMENT OF AUTOMOBILE ENGINEERING

RAJADHANI POLYTECHNIC COLLEGE

DECEMBER 2022
 RAJADHANI POLYTECHNIC COLLEGE
DEPARTMENT OF AUTOMOBILE ENGINEERING

CERTIFICATE

This is to certify that the seminar entitled “Cylinder deactivation” is a bonafide record
of the seminar done by “ABHIJITH A R(20051704)” under my supervision and
guidance, in partial fulfilment for the award of Diploma in “AUTOMOBILE
ENGINEERING” from Technical Education, Kerala for the academic year 2022-2023.

Mr. SREERAJ T Mr. ANANDU

SEMINAR CO-ORDINATOR GUIDE
Lecturer Lecturer
Dept. of Automobile Dept. of Automobile
Engineering Engineering
Mr. NITHIN B
HEAD OF THE DEPARTMENT
Dept. of Automobile

ii
 ACKNOWLEDGEMENT

First of all, I am grateful to The Almighty God for establishing me to conduct this seminar

I wish to express my sincere thanks to Dr. Suresh Babu, Principal of the college, for providing
me with all necessary facilities and support.

I wish to express my sincere thanks to Dr. Sangeetha Shibu, Vice Principal of the college, for
providing me with all necessary facilities and support.

I place on record, my sincere gratitude to Mr.Nithin B, HOD, Department of Automobile

Engineering, for his constant encouragement and guidance.

I express profound gratitude to my seminar guide Mr.Anandu, Lecturer, Department of

Automobile Engineering. I am extremely grateful and indebted to him for his expert, sincere
and valuable guidance and encouragement extended to me, and also for his inspiring assistance,
encouragement and guidance.

I am also indebted to all the faculty members of the Department of Automobile Engineering
for their cooperation and suggestions.

I also thank my parents for their unceasing encouragement and support. I wish to express my
sincere thanks to all my friends for their goodwill and constructive ideas. I also place on record,
my sense of gratitude to one and all who, directly or indirectly, have lent their helping hand in
this venture.

Tvm.

Date ABHIJITH A R

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 TABLE OF CONTENTS

CHAPTER. 1 4
INTRODUCTION
CHAPTER. 2 5
CYLINDER DEACTIVATION MECHANISM
CHAPTER 3 6
METHOD USED FOR CYLINDER DEACTIVATION
CHAPTER 4 7
DISPLACEMENT ON DEMAND USING LIFTER PIN CONTROL MECHANISM
CHAPTER 5 8
DISPLACEMENT ON DEMAND USING LIFTER PIN CONTROL MECHANISM.
BLOCK DIAGRAM
CHAPTER 6 10
METHODS USED IN DISPLACEMENT ON DEMAND USING LIFTER PIN
CONTROL
MECHANISM
CHAPTER 7 11
DEACTIVATION USING VARIABLE PROFILE CAM SHAFT
CHAPTER 8 12
ADVANTAGES OF CYLINDER DEACTIVATION
CHAPTER 9 13
DISADVANTAGES OF CYLINDER DEACTIVATION
CHPTER 10 14
KEY PLAYERS USING CYLINDER DEACTIVATION TECHNIQUES
CHPTER 11 15
FUTURE TRENDS
CHPTER 12 16
CONCLUSION
CHAPTER 13
REFERENCE 17

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 ABSTRACT

“Temporary downsizing” in the form of deactivation of the cylinders is used as an attractive

compromise, as it allows to improve fuel consumption and at the same time it allows sufficient
power reserve to meet the requirements of the driver, maintaining driving pleasure as well as
comfort regarding noise and vibration levels. The paper aims to present an overview on the
cylinder deactivation techniques focusing on the stakes and challenges related with their
implementation.

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 LIST OF FIGURES

FIGURE 1: Cylinder deactivation 4

FIGURE 2: Mechanism 5

FIGURE 3: Working method 9

FIGURE 4: Locking pin mechanism 9

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 ABBREVIATIONS

ECU: Electronic control unit

AVT: Active valve train technology

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 CHAPTER 1

INTRODUCTION

This explanation could easily run into the middle of next week so for simplicity’s sake we’ll
look at the theory rather than different manufacturers’ methods of turning cylinders off.

Valves at the top of the cylinder open and shut in a specific pattern to precisely allow fuel and
exhaust gasses in and out of the cylinder. When an engine fitted with cylinder deactivation
detects the car is cruising, a solenoid valve opens and a system forces the valves shut,
preventing fuel and air from reaching some of the cylinders.

This means combustion is only taking place in half of the engine and thus much less fuel is
burned when cruising.

To make sure the system engages and disengages imperceptibly, and doesn’t cause damage to
the engine, it’s very precisely controlled by the car’s computer. The system detects if you’re at
a roundabout or anywhere where you might need a burst of power and deactivates, only coming
in once it’s sure you don’t need the extra power. In fact, the only way most owners will know
if it’s on or not is by a readout in the instrument cluster.

Cylinder deactivation. Fig. 1

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 CHPTER 2

CYLINDER DEACTIVATION MECHANISM

Cylinder deactivation systems selectively disable some of the cylinders in an internal combustion
engine to improve fuel economy and reduce CO2 emissions when the full power of the engine is not
required. When power requirements from the engine are low, the engine does not run at its peak
performance level. The throttle air intake is minimal and the intake of air to the cylinders is more
difficult. Not only is more force required to overcome the internal vacuum, but the cylinders do not
completely fill with air. With less air in the cylinder, the combustion pressure is reduced. This situation
is commonly referred to as pumping loss and can significantly reduce the efficiency of the engine.

Cylinder deactivation effectively decreases the displacement of the engine by closing the intake and
exhaust valves and cutting fuel injection for a particular cylinder. The pistons in the deactivated
cylinders compress the trapped gases and are pushed back down, thus expending zero network. The
remaining cylinders compensate for the loss in power due to the inactive cylinders by operating at a
higher combustion pressure. As a result, for a given load on the engine, the throttle valve is more open
allowing the cylinder mean effective pressure to be closer to the optimal level and increasing the
efficiency of the engine.

Mechanism. Fig. 2

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 CHAPTER 3

METHOD USED FOR CYLINDER DEACTIVATION

One of the most employed techniques for cylinder deactivation process now is the displacement
on demand method using Lifter Pin Control Mechanism developed by Delphi Automotive
Systems which is an Italy based automobile component manufacturer. In this method we use a
System of four components which sense the power requirement and the displaces or de activate
the cylinder. This method is mainly used by General Motors in its automobiles. This method
will be explained in the following pages another method used mainly for cylinder deactivation
is the deactivation using Variable Profile Cam Shaft developed By Lotus Automotive Systems.
This method is similar to the V tech engines used by the famous automobile manufacturer
Honda. Another method which can be employed is Active Valve Train technology (AVT)
which does away with Camshafts. But this method’s feasibility and technology is still in
experimental stage.

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 CHAPTER 4

DISPLACEMENT ON DEMAND USING LIFTER PIN CONTROL

MECHANISM.

Principle of Operation.

There are four subsystems in this deactivation hardware system

• Electronic control module (ECM)

• Solenoid valves

• Hydraulic subsystem

• Lifter locking pin mechanism

When the solenoid valve in the system is energized, the engine oil pressure increases in the
control port. At the same time, the lifters are in continuous contact with the camshaft. When a
lifter is on the cam base circle, the locking pins inside that lifter are free to move. If the control
port is Pressurized while in this state, then the pressure force acts on the pins, de-coupling the
camshaft from the valves. The cylinder deactivation hardware is based on control algorithm
which has been developed to characterize the dynamic response of the deactivation system.

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 CHAPTER 5

DISPLACEMENT ON DEMAND USING LIFTER PIN CONTROL

MECHANISM.

ELECTRONIC CONTROL MODULE

The Electronic Control Module optimizes engine performance by measuring multiple

instantaneous events to enable real-time control of the solenoid valve of lifter Pin mechanism.
For ECM control Purposes, it is crucial to know the dynamic responses of the deactivation
hardware system in order to coordinate the deactivation hardware control with other engine
control functions. specifically, the total Actuation time is critical for proper design and control
of the ECM deactivation system. The total Actuation time consists of three elements: the
solenoid plunger response time, the hydraulic Subsystem response time and the lifter locking
pin mechanical response time. Characterization of the Total actuation time is not easily
achieved given the fact that laboratory testing cannot encompass Every possible engine
operating condition. Therefore, one objective of this study is to develop a high fidelity, yet
simple enough analytical model In order to characterize the dynamic behavior of the
deactivation hardware system. This physical model can provide guidance in calibrating the
deactivation timing and Improving robustness of the system.

SOLENOID VALVE OPERATION

A 3-way normally closed direct current ON/OFF solenoid valve controls cylinder deactivation.
The common port of the control valve is connected via an oil gallery to a pair of spring-biased
locking pins Inside the valve lifter (a simplified sketch is shown). The common port is then
switched to engine oil Pressure for deactivation (valve energized) or to engine sump for
activation (valve de-energized). Lost Motion between the camshaft and the engine valve occurs
when engine oil pressure is applied to the Spring-biased locking pins inside the lifter, de-
coupling the camshaft from the Engine valve. A typical solenoid consists of a plunger, a spring,
a coil, and a pole piece. The plunger Dynamics can be represented by Equation (1).

LOCKING PIN MECHANISM

Lost motion between the camshaft and the engine valve occurs when engine oil pressure is
applied To the spring-biased locking pins inside the lifter, de-coupling the camshaft from the
engine valve. The Locking pins inside the deactivation lifter are designed to change states only
on the base circle of the camshaft upon pressurization. The common port of the control valve
is connected via an oil gallery to a pair of Spring-biased locking pins inside the valve lifter (a
simplified sketch is shown in Figure 4 later). The common port is then switched to engine oil
pressure for deactivation (valve energized) or to engine Sump for activation (valve de-
energized). Inside the lifter, de-coupling the camshaft from the engine valve. It is control

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the switching sequence of the valves cylinder-by-cylinder and to complete the transition
between V8 and V4 modes within one engine cycle. These requirements define the switching
window of the base circle, The size of which is dependent on the number of cylinders switched
at the same time, the cam profile and the firing order of the engine. As the exhaust valve must
deactivate/reactivate first, the switching Must occur after the intake event begins but before the
exhaust event commences. The time it takes for the pins to move to the full travel point
(determined by the design criteria) from the time when the Control pressure rises to the critical
pressure level, is called the locking pin response time p Dt, which Can be characterized by:
Locking Pin Mechanism Locking Pin Model Diagram

Working method. Fig. 3

Locking pin mechanism. Fig. 4

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 CHAPTER 6

METHODS USED IN DISPLACEMENT ON DEMAND

USING LIFTER PIN CONTROL MECHANISM

Currently two methods are used for this type of Control.

1.Cylinder Bank Control.

2.Individual Cylinder Control.

The Control type is decided by the Control algorithm used in the electronic control hardware.
Hardware for the cylinder deactivation system exists for both individual cylinder control mode
and complete bank control mode. An OHV (Over Head Valve) V8 cam-in-block (pushrod), 2-
valve-percylinder valve train engine is used as a test engine for the deactivation mechanism.
Cylinder selection for deactivation is determined by engine firing order and the desire to keep
an even firing order in the deactivated mode. This results in two cylinders from each bank being
selected for activation/deactivation. In bank control mode both cylinders of each bank are
switched at the same Time. In cylinder control mode, each cylinder is switched independently.
Cylinder control mode Requires four control valves compared to two control valves for bank
control mode. The operating Window for cylinder control mode (intake valve opening to
exhaust valve opening of a cylinder) is 180 crank degrees greater than the operating window
for bank control mode (intake valve opening of one cylinder to exhaust valve opening of the
second cylinder). This virtual doubling of the Switching window for individual cylinder control
permits mode switching at higher RPM and increases Robustness to variation. Cylinder Bank
Control is commonly used in Engines which is having Cylinders in more than one bank. e.g.,
V engines, Boxer engines. Individual cylinder control is mainly used in inline cylinder engines

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 CHAPTER 7

DEACTIVATION USING VARIABLE PROFILE CAMSHAFT

This technique was developed by lotus automotive systems that allow the engine to effectively
have Multiple camshafts. As the engine moves into different rpm ranges, the engine’s computer
can Activate alternate lobes on the camshaft and change the Cams timing. This technique uses
a Cam Profile Switching tappet (CPS) to switch between two Different Cam profiles. Cylinder
deactivation can be attained by switching between a normal Cam lobe and a plane circular lobe,
which does not produce any lift at all. In this way, the engine gets the best Features of low-
speed and high-speed camshafts in the same engine. This is similar to the patented V-Tech
technology used in Honda engines in which whenever the engine speed increases the
combustion time reduces in order to keep the combustion time nearly Constant. Here the valve
should be opened a little earlier than normal condition. This is achieved by the varying the
position of the cam shaft which is placed in pressure actuators which is controlled by a
Microprocessor and electronic circuits. Whenever the engine speed increases these pressure
Actuators presses or pushes the cam shaft towards the valve lifter. By doing this the valve can
be kept Opened for a longer time and the valve will be opened more than the usual or normal
condition.

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 CHAPTER 8

ADVANTAGES OF CYLINDER DEACTIVATED

Increased fuel efficiency (10-20%)

Decreased emissions from deactivated cylinders

Better breathing capability of the engine, thereby reducing power consumed in suction
stroke.

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 CHAPTER 9

DISADVANTAGES OF CYLINDER DEACTIVATION

Engine balancing- Deactivating cylinders can cause change in engine balancing which can
lead to very violent vibration and increased noise levels. This can be avoided to some extend
using hydraulic engine mounts located at different points on the engine and using noise
reducing materials. The conventional way of attaching counter masses to the moving parts
like crank shaft is very difficult as it is very difficult to calculate and attach the counter mass.

Increased cost of manufacturing- Though the process of deactivation will reduce the
operating cost, the cost of the additional parts or the de activation components like electronic
control module and the complexity in the design and manufacture of the lifter pin mechanism
will increase the cost of manufacturing and thus the vehicle owner will be benefited in a long
run only

Overall increase in weight- Due to the presence of additional components like hydraulic
lines Used in hydraulic sub system, lifter locking mechanism, and solenoid valves etc. the
overall weight of the system increases and thus engine becomes bulkier and takes more power
to run the vehicle.

Complexity of system makes maintenance difficult. – Complex lifter locking mechanism

and Solenoid valves are difficult to maintain. Also, we make several assumptions that the oil
reaches both the side at the same time, the calculations will not give the true value.

Since these methods are still under experimental stage, the reliability of the engine is not
Predicted

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 CHAPTER 10

KEY PLAYERS USING CYLINDER DEACTIVATION TECHNIQUES

GENERAL MOTORS: uses displacement on demand system which is said to save fuel by
20%

HONDA: Is conducting research to incorporate cylinder deactivation with its patented

VTECH Engine

PORSHE and SUBARU: Uses lotus designed various cam plus which works almost similar
to V tech engine

Mercedes-Benz: optional on certain European market V-8s since 1998; U.S. market V-12
Mileage improved by a claimed 20 percent in 2001 and 2002 model years. Technology retired
(in U.S.) with 2003 arrival of turbocharged V-12 engines.

INA: German bearing and valve train specialist supplies switching lifters for DC’s 5.7L
Hemi V-8 and GM’s 3.9L V-6.

Eaton Automotive: supplies a portion of the LOMAs and switching lifters for GM’s 5.3L V-
8. Also developing valve deactivation systems for light- and heavy-duty European diesel
engines.

Siemens-VDO Automotive: exploring cylinder deactivation for possible future use. Delphi
Automotive: supplies a portion of the LOMAs and switching lifters for GM’s 5.3L V-8.

Ford Motor Company: has investigated cylinder deactivation but no applications planned for
Near future.

Nissan and Toyota: no near-term plans to implement cylinder deactivation.

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 CHAPTER 11

FUTURE TRENDS

Research is under progress for a new technology named as Active Valve Train Technology,
which uses valve controls with high-speed hydraulic actuators there by eliminating the use of
Camshaft. Also, a new technology called controlled auto ignition (CAI) which replaces the
conventional Spark plugs and fires at carefully timed moment to set the compressed charge of
fuel alight. Also, researches are going on even by companies which are not mentioned here So
we can Expect more innovative and productive ideas and modifications in the existing
techniques.

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 CHAPTER 12

CONCLUSION

The yell for a pollution free environment can be seen even now with developed countries the
number of norms like EUROIII is there in the present world itself and the number of vehicles
is increasing even under developed countries are planning to impose such norms .Future world
demands automobile which burn less fuel .Cylinder deactivation seems to be a good answer to
this problem with the increase in price of petroleum products, (petrol &diesel) vehicle owners
are also looking for smart engines that determine and burns right amount of fuel according to
the power requirement so we can see a better future for this revolutionary technique. So,
cylinder deactivation solves these problems to a great extend without compromising engine on
performance thus satisfying both manufacturer and the customer.

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 CHAPTER 13

REFERENCE

Automotive industries Ltd

World wide web

Research paper published by Quant Zheng, Delphi Motors (2001-01-0669)

Society of Automobile Engineers (SAE) Technical papers

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