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ISSN 0148-7191
Copyright 2001 Society of Automotive Engineers, Inc.
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Printed in USA
2001-01-0669
Quan Zheng
Delphi Automotive Systems
As mentioned earlier, two types of cylinder deactivation For this specific application, the deactivated cylinders
systems have been developed, i.e. bank control and are 1, 4, 6 and 7. Therefore, the control volumes in the
individual cylinder control. These two systems have model are labeled with 1, 4, 6 and 7 as subscripts
been implemented in the test engine, where 4 cylinders respectively. For other applications, the diagram can be
are deactivated under certain operating conditions. In easily modified to represent the specific design. The 3-
the following section, the details of the dynamic model of way ON/OFF solenoid in each control port is
the deactivation hardware system for individual cylinder represented by a switch.
Engine
Cylinder
Deactivation
Hardware Supply
pressure
2
The control volumes are filled through orifices labeled X sp Solenoid spool motion
with asc1 , representing the orifice area. When the X pin Locking pin motion
solenoid is energized, the corresponding control volume
A block diagram representation of the cylinder
is connected to the supply oil gallery through an orifice
deactivation hardware system model is shown in Figure
with area asc 2 . The locking pin motion is determined by 3. The lumped parameter model derivation is given
two input factors: one is the control pressure, the other is below.
the corresponding cam position. The locking pins can
only move when the roller sits on the base circle of the
cam. Therefore, the pin motion is governed by both time SOLENOID SUBSYSTEM
domain factors such as pressure characteristics at the
control port, and the crank angle domain factor such as A typical solenoid consists of a plunger, a spring, a coil,
crank position. The symbols used in the diagram and and a pole piece. The plunger dynamics can be
then later in the model equations are as follows: represented by Equation (1).
asc1 Control volume charge orifice ⋅⋅ ⋅
msp ⋅ x sp + Bsp ⋅ x sp + K sp ⋅ xsp = FEMF − Ff − Fpreload (1)
asc 2 Solenoid opening area when it is energized
act Control volume to tank orifice when the solenoid Solenoid electric circuit:
is de-energized
∂i ∂L( x ) dx
v = R ⋅ i (t ) + L(x ) + i (t )
th
Pci , Pi i cylinder control port pressure ⋅ (2)
∂t ∂x dt
Ps , Psupply Supply pressure
th
Vi i control volume
Vsol Solenoid excitation voltage
Psupply
asc1 asc1
V7 Vsupply V1
asc2 asc2
P7 Solenoid 6 Solenoid 4 P1
act
act
asc2 P6 P4 asc2
asc1 asc1
Solenoid 7 V6 V4 Solenoid 1
act
act
3
2(Ps1 − Pc1 ) (6)
Electro-Magnetic-Force: Qsc1 = Cq ⋅ asc1 ⋅
ρ
2 µ 0πN 2 i 2 (3)
FEMF =
2(Ps1 − Pc1 )
⋅ u (t − t sol1 )
2
4 x sp lg Qsc 2 = Cq ⋅ asc 2 ⋅ (7)
+ ρ
d d + lg
V1 = V10 + a pin ⋅ x pin _ in ⋅ u (t − t1in ) + a pin ⋅ x pin _ ex ⋅ u (t − t1ex )
where
(8)
msp is the mass of solenoid plunger
where
Bsp is the damping coefficient of solenoid plunger
K sp is the spring coefficient of solenoid plunger
Ps1 is the supply pressure at the control volume 1,
spring assuming equal to Ps
FEMF is the electro-magnetic force u is a step function, i.e.
0 t < t sol1
Ff is the fluid force u (t − t sol1 ) = (9)
1 t ≥ t sol1
Fpreload is the solenoid spring preload
t sol1 is the time instant when solenoid 1 is energized
R is the solenoid coil resistance
i is the solenoid coil current t1in is the time instant when the intake lifter 1 sits on the
L is the solenoid coil inductance cam base circle, and is a function of crank timing
v is the solenoid coil excitation voltage t1ex is the time instant when the exhaust lifter 1 sits on
µ0 is the air permeability the cam base circle, and is a function of crank
timing
d is the diameter of solenoid plunger
βe is the equivalent bulk modulus of the engine oil.
lg is the air gap
Assuming the air in the engine oil is homogeneous,
xsp is the solenoid plunger displacement then the equivalent bulk modulus can be calculated
N is the solenoid coil turns by [2]:
1 1 1 (10)
= +υ
βe βf βg
If the design parameters are given, the dynamic
response of the solenoid can be characterized by the where β f is the bulk modulus of the engine oil, β g is
above equations. For any given solenoid, the dynamic
the adiabatic bulk modulus, which is 1.4P for air. υ is
response of the solenoid can be identified by step
the air ratio, i.e. the ratio of air volume to the total
response tests and frequency response tests. One
volume.
critical aspect for the system implementation of cylinder
deactivation is that the design parameters change with Qleak is the leakage flow, and is given by [3]
operating conditions such as temperature. The coil
Qleak =
(Crad )3 ⋅ ∆P ⋅ dm ⋅ π (11)
temperature can be approximated by oil temperature. If
12 µ m ⋅ l
ignoring the fluid force effect, the solenoid plunger
response time can be characterized by: where
Crad is the radial clearance
∆t sol = f1 (v, Toil ) (4) dm
is the ratio of clearance’s mean diameter to the land
l
HYDRAULIC SUBSYSTEM length
µm is the mean absolute viscosity
The hydraulic subsystem can be modeled with various
complexities. In this study, lumped-parameter modeling If assuming the supply oil gallery has uniform pressure
analysis is used. Supply pressure Ps is measured and as Ps , then equation (8) can be modified as follows to
thus can be treated as input to the hydraulic subsystem take into account the pressure fluctuation as a result of
model. The flow continuity equation for control volume 1 intake and exhaust lifter locking pins moving at different
can be written as: time instants.
4
V1 = V10 + a pin ⋅ ∑x ipin _ in ⋅ u (t − tiin ) level, is called the locking pin response time ∆t p , which
i =1, 4 , 6 , 7
can be characterized by:
∑ xipin _ ex ⋅ u (t − t jex )
(10)
+ a pin ⋅
j =1, 4 , 6 , 7 ∆t p = f 3 (Pc , Toil ) (18)
The time it takes for the control pressure to rise to a Further simplification of equation (17) is achieved by
critical pressure level (determined by design criteria) is ignoring the higher order dynamics. Experimental
the hydraulic system response time ∆t h , which can be results are compared with a zero-order, a first-order and
characterized by: a second-order model. The comparison indicated that a
zero-order model is good enough to represent the
∆t h = f 2 (Ps , Toil ) (11)
system dynamic behavior. Details of the comparison are
presented in the next section.
⋅⋅ ⋅
m pin ⋅ x1 + B pin ⋅ x1 + K pin ⋅ (x1 + x2 ) = F1 (12)
⋅⋅ ⋅
m pin ⋅ x2 + B pin ⋅ x2 + K pin ⋅ (x1 + x2 ) = F2
Kpin
The transfer functions relating x1 and x2 to the input
mpin
forces F1 and F2 are as follows: Pc
x1 (s ) =
(m pin )
s 2 + B pins + K pin ⋅ F1 ( s) − K pin ⋅ F2 ( s) (13)
m s + 2 B pinm pin s 3 + B pin
2
pin
4 2
(
+ 2 K pinm pin s 2 + 2 K pin B pin )
x2 (s ) =
(m pin )
s 2 + B pin s + K pin ⋅ F2 ( s ) − K pin ⋅ F1 ( s ) (14) xpin
m s + 2 B pin m pin s + B
2
pin
4 3
( 2
pin )
+ 2 K pin m pin s + 2 K pin B pin
2
(a)
F1 = Pc ⋅ a pin − Fpreload (15)
F2 = (Pc ⋅ a pin − Fpreload ) ⋅ u (t − T )
Kpin
(16)
mpin
F1 F2
where Fpreload is the pin spring preload, T is the time
delay between pressure forces F1 and F2, and s is the
−Ts
≈ 1.
x1 x2
Laplace operator. If T is small enough, then e
Then the pin motion equations are simplified as:
(b)
x1 (s ) = − x2 (s ) = ⋅ F1 (s )
1 (17)
m pin s 2 + B pin s + 2 K pin Figure 4 (a) Locking pin mechanism (b) Locking pin
model diagram
Equation (17) indicates that if the fluid enters the left
hand side of the pin fast enough, i.e. the fluid force SIMULATION AND EXPERIMENTAL RESULTS
acting on both pins simultaneously, the double pin spring
system can be modeled by a simplified one pin system
with twice the equivalent spring constant. The cylinder deactivation hardware model is developed
in Matlab/Simulink environment. Laboratory and vehicle
The time it takes for the pins to move to the full travel data were taken to validate the simulation model. In this
point (determined by the design criteria) from the time section, sample results of bank control and individual
when the control pressure rises to the critical pressure cylinder control simulation and test data, and pin motion
model validations are presented.
5
BANK CONTROL Comparison of simulation and experimental results
350
Pc1 (measured)
P ressure (kPa)
Supply
modeling details are ignored here. The simulation model 200 pressure
(measured)
for bank control cylinder deactivation hardware system is
150
validated via vehicle test results as shown in Figure 5.
Pc1 (simulated)
100
Comparison of experimental and simulation results
350
50
300
0
Supply pressure
P ressure (kPa)
(Experimental)
200
Figure 6 Comparison of simulation and experimental
Common pressure
150
(Simulation) results
Common pressure
(Experimental)
Simulation results with aeration effect
100
Pc1
100
Pc1 (2% air)
6
Case1: 30C, 207 kPa pressure hardware system, as well as a basis for integration into
Pin position (mm)
3 EMS algorithm design. Through model analysis, the
variation of the dynamic response of the hardware
2
system under a wide range of engine operating
1 conditions can be captured and characterized, which in
Simulation
Experiment
turn aids the EMS algorithm design. In addition, the
0 analytical model development method presented in this
0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6
paper is rather generic and can be easily adapted to
Case2: 30C, 448 kPa pressure
3
other applications with similar configurations.
Pin position (mm)
2
Maehling and Shireen Smith for valuable input on the
1
technical content of the paper, David Troiani and Mark
Simulation
Experiment
Lott for extensive test support. The author also would
0 like to thank the reviewers for their valuable feedback.
0 0.05 0.1 0.15 0.2 0.25