Ford tests cylinder deactivation on 1.0L EcoBoost

Recently, Ford Motor Company announced the launch of its new 1.0-liter EcoBoost three-cylinder engine. It is understood that the engine will be mounted on the Ford Mondeo model, and it will also be equipped with engine cylinder deactivation technology. If it seems a bit uncoordinated to give the Ford Mondeo a 1.0-liter three-cylinder EcoBoost engine, then what about the Ford's plans to test the engine-cylinder technology on its small three-cylinder engine?

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Ford is working with its European partners to test engine deactivation on its small passenger car ignition engine. Prior to this, Ford Motor Company's Fiesta and Focus models were equipped with the above 1.0-liter engine. The engine has a displacement of only 1.0 liter and a power of only 92 kW (about 69 hp). The engine's output is even more than that. The motorcycle engine is still small, but there is news that the engine will be installed on the European version of Mondeo.

Such a small engine was installed in a large sedan. What was the performance of the engine when all three cylinders started working? Recently, the editor of Automotive Engineering magazine carried out the Mondeo production model equipped with the small engine. The test drive, the test drive results dispelled doubts about whether this small engine can drive a large 1455 kg large car. The car can accelerate up to 12 seconds in a hundred kilometers and its top speed can reach 200 kilometers per hour. At the same time, the Mondeo's 100-kilometer comprehensive fuel consumption is only 5.1 liters, and the carbon dioxide emissions per kilometer is only 119 grams.

During the daily driving or cruising process, the above-mentioned Mondeo performed quite well in terms of noise, vibration and smoothness. When cruising, the two-cylinder operation is enough to drive the Mondeo model, and the engine-driven vehicle is as easy as driving a smaller Carnival and Focus.

Two cylinder stopping technologies

The above engine is also equipped with engine cylinder deactivation technology. The engine is equipped with two types of engine deactivation technology, including single cylinder stop technology and circulating cylinder stop technology, which can make the EcoBoost three-cylinder engine use half. The cylinder is effectively operated, and the control of the number and sequence of cylinders that are stopped can be freely distributed.

Recently, Dr. Schamel, Director of R&D Engineering at Ford Global Powertrain, has completed a feasibility study on testing cylinder deactivation technology on a mass-produced three-cylinder engine. When the three-cylinder engine on the Focus is stopped in a single-cylinder mode, the fuel consumption of the engine can be reduced by 4%-6%. The pendulum dampers and other technologies developed by Ford Motor can work in conjunction with the cylinder deactivation system. Dr. Schamel's technical paper presented at the 2015 Vienna Automotive Symposium showed that the addition of shock absorbers in the power transmission system at the low-speed cylinder deactivation can further increase the cruising range of the vehicle. The research with Ford Public is the current Schaeffler Group in the automotive industry.

In addition to the pendulum damper, the Focus cylinder system incorporates the Schaeffler Group's dual mass flywheels and adjustable clutch plates to achieve the separation of the engine and transmission. With the above construction, the circulating cylinder stop system is realized, in which the engine can be operated with only half of the cylinders.

Compared with the standard production version of the 1.0-liter EcoBoost engine, the engine products that have been added to the cylinder-stop system have not degraded the performance in terms of noise, vibration and smoothness, and the test results have reached the initial development goal.

The team also found that the cycle-type cylinder stop technology can effectively avoid energy loss due to throttling under low load conditions compared to the single-cylinder stop technique, so that better fuel economy can be achieved. Nevertheless, the effectiveness of this energy-saving advantage is closely related to the vehicle itself and the use of the vehicle. The energy saving effect of a car at the low load is the most obvious. On the contrary, the energy-saving effect of the cart loaded with many items has little effect. Therefore, a Fiesta car with a 1.0-liter engine, with a version of the rolling-cylinder system, can reduce the fuel consumption by an additional 1.2% compared to the version with a single-cylinder stop system. After comparing with the global light vehicle test, the energy saving effect of the above Mondeo models from the cycle-type cylinder deactivation technology during the actual driving process is very negligible.

Improve noise, vibration and smoothness

Reducing fuel consumption is the main advantage of engine cylinder deactivation technology. However, equipped with engine deactivation technology may have a certain negative impact on vehicle noise, vibration and smooth performance.

Dr. Schamel explained that on the one hand, the noise, vibration and smoothness requirements of the vehicle will limit the maximum torque of the engine at low speed. On the other hand, considering the human perception of the low-frequency operation of the engine, the goal of noise, vibration and smoothness is Minimize engine shake due to cylinder deactivation.

By optimizing the powertrain and introducing new technologies, the noise, vibration and smoothness of the vehicle can be well guaranteed at high torque and low speed.

Ford tests have shown that the use of dual mass flywheel clutches with adjustable clutch plates and pendulum dampers can compensate for the negative effects of sequential engine start-up.

The dual mass flywheel and clutch system of the above engine can push the vehicle gear to the 2nd gear when the engine speed reaches 1500 rpm, and can push to the 6th gear after the rpm exceeds 2000 rpm. The vehicle is equipped with a vibration absorbing system that can effectively intervene within the mechanical design limits of the dual mass flywheel to achieve perfect noise, vibration and smoothness performance at low speed and full load. The application of the system can make the fuel economy of the vehicle Sexual improvement of about 1%. The application of the cycle engine deactivation technology can also increase the fuel economy of the vehicle by 0.5%.

After summarizing the advantages and disadvantages of the above engine single-cylinder stop technology and the circulating cylinder stop technology, Dr. Schamel and his colleagues said: "The implementation of the mandatory targets originally formulated by the above engines did not bring the noise, vibration and smoothness of the vehicle. The performance is reduced. In order to get better vehicle fuel economy and comprehensive consideration of the complexity of the technology, control difficulty and cost-effectiveness, the engine's single-cylinder stop technology has more application advantages."

Ford Motor Company said that the single-cylinder stop technology of the above engine is higher than the latter in terms of the total efficiency and cost of the cycle. Through the above tests, the researchers said: "Even for a very small displacement engine, the engine cylinder deactivation technology will still bring certain fuel economy benefits to the actual driving of the vehicle."

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