Cylinder Deactivation Friction Management
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Solution Overview
Problem
Vehicles using all six cylinders in all operating conditions suffer from inefficiencies, particularly excessive fuel consumption during low load, idle, or cruise conditions, where optimal engine output is not required, leading to overuse of fuel in both gasoline and diesel systems.
Innovation Solution
A friction loss management system that determines the number of cylinders to deactivate based on engine power demand and friction values, selecting a combination of active and deactivated cylinders to minimize total friction while meeting power demands, using a control unit with algorithms to manage cylinder deactivation, fuel injection, intake, and exhaust valve actuation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If all cylinders are used in all operating conditions, then engine power output is maximized, but fuel consumption increases excessively
Solution Approach 1:
The engine is segmented into active and deactivated cylinder groups, allowing selective operation of individual cylinders based on load conditions. The control system divides the six cylinders into different operational states (all active, partial deactivation, all deactivated) to match power demand, thereby reducing fuel consumption during low-load conditions while maintaining power availability when needed.
Solution Approach 2:
The cylinder deactivation system dynamically adjusts the number of active cylinders based on real-time power demand conditions. The control unit continuously monitors engine operating conditions and transitions between different cylinder activation states (6-cylinder mode, 3-cylinder mode, 0-cylinder mode) to optimize the balance between power output and fuel consumption across varying operating conditions.
2Use of energy by moving object
If cylinders are deactivated to reduce fuel consumption, then fuel economy improves, but friction losses increase in active cylinders
Solution Approach 1:
The system applies different operational qualities to different cylinder groups. Active cylinders maintain full operational characteristics with fuel injection, combustion, and valve actuation, while deactivated cylinders are placed in a low-friction state with reduced or eliminated piston motion and valve actuation. This local differentiation allows the system to minimize friction losses in deactivated cylinders while maintaining optimal operation in active cylinders.
Solution Approach 2:
The system changes the operational parameters of deactivated cylinders by reducing or eliminating fuel injection, disabling valve actuation, and stopping combustion processes. These parameter changes transform the cylinders from high-friction active state to low-friction deactivated state, reducing energy losses while maintaining the ability to quickly reactivate when power demand increases.
Data Source
AI summary
A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector, an intake valve, and an exhaust valve. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand. All cylinders can be deactivated for purposes of coasting or controlling speed during platooning.