1,4 TSI mit Zylinderabschaltung

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    • 1,4 TSI mit Zylinderabschaltung

      Ist das hier schon bekannt, was demnächst beim 1.4 Motor umgesetzt wird?

      [video]http://www.youtube.com/watch?v=SYWkPZo23SQ[/video]

      1.4 TSI temporarily deactivates two cylinders in low to mid load conditions
      World’s first implementation in four cylinder TSI engines

      Volkswagen continues to make great strides in improving the fuel economy of its vehicle models. The latest efficiency technology is cylinder shut-off – it will debut in the new 1.4 TSI in early 2012.

      Groundbreaking innovation.

      The high-tech system temporarily deactivates two of the four cylinders under low to mid load situations. In the EU driving cycle, this saves 0.4 liters of petrol per 100 km. Fuel savings may increase to over 1 liter under certain driving situations. Cylinder shut-off is a groundbreaking innovation – Volkswagen is the first carmaker to implement this technology in a turbocharged four-cylinder engine in large-scale production.

      Very smooth running

      Drivers are only informed of the two-cylinder status if they select momentary fuel economy in the multifunction display. Otherwise, they would hardly notice the change. Even when running on just two cylinders, the 1.4 TSI – with its excellent engine balance – is still very quiet and low in vibration.

      Broad characteristic map

      Cylinder shut-off is active whenever the 1.4 TSI’s engine speed lies between 1,400 and 4,000 rpm and its torque lies between 25 and 75 Nm. This applies to nearly 70 per cent of the driving distance in the EU fuel economy driving cycle. First, the combustion chambers are filled with air – this entrapped fresh air leads to minimal cylinder pressure and therefore to lower energy consumption. Afterwards, the system closes the intake and exhaust valves of cylinders 2 and 3; engine ignition only occurs once per crankshaft revolution. The pistons of the deactivated cylinder are now dragged by the crankshaft. On the other hand, efficiency increases in the two active cylinders, because their operating points are shifted to higher loads.

      Complex technology

      The valves are closed using a complex set of actuators: on both the intake camshaft and the exhaust camshaft, there are two adjustable sleeves known as cam pieces that are placed on special tooth systems. They are responsible for the eight valves of the second and third cylinders. At the ends of each cam piece, there are two different profiles adjacent to one another – a conventional full profile and a so-called zero lift cam. The full profiles actuate the roller cam followers, which in turn actuate the valves in four-cylinder operation; that is, they behave like very conventional cams. However, the zero lift cams rotate over the followers – i.e. they do not actuate them –, and the valve springs hold the valves shut. Engine management simultaneously shuts off fuel injection.

      Spiral-shaped slots are milled in the outer surfaces of the rotating cam pieces; these slots permit shifting the sleeves a few millimeters along the shafts at lightning speed; when electromagnetic actuators in the valve cover get a signal from the engine controller, two integrated metal pins engage the slots from outside and move them to their end positions. Finally, the cam pieces are locked in place by spring-loaded balls. As soon as the driver presses the accelerator pedal sufficiently, cylinders 2 and 3 are reactivated.

      All mechanical switchover processes are executed within one-half camshaft revolution; they last between 13 and 36 milliseconds, depending on engine speed. These processes are smoothed by accompanying interventions in ignition and throttle valve control.

      Volkswagen utilizes information from the accelerator pedal sensor to detect the driver’s momentary style of driving. If the driving exhibits a nonuniform pattern – e.g. while driving in roundabout traffic or using a sporty gear-shifting style on a country road – the shut-off functionality is suppressed.

      Altogether, the components for cylinder shut-off weigh a total of just over 3 kilograms. Their actuators, the camshafts and their bearing carriers are integrated in the valve cover. Two roller bearings reduce the friction of the shafts.

      Potential for nearly 1 liter less fuel consumption

      In the NEDC driving cycle, cylinder shut-off reduces the 1.4 TSI’s fuel consumption by 0.4 liter per 100 km – a CO2 equivalent of 8 grams per km. If the Stop/Start system is also considered, which deactivates the engine in neutral gear, savings total about 0.6 liters per 100 km. The greatest benefits of the new technology are realized while driving at constant moderate speeds. At 50 km/h, in third or fourth gear, savings amount to nearly one liter per 100 km. At 70 km/h in fifth gear, for example, fuel consumption is still reduced by 0.7 liters per 100 km.

      The new 1.4 TSI, pressurized by a turbocharger, outputs 103 kW (140 PS) here. Between 1,500 and 4,000 rpm it transfers a powerful 250 Nm of torque to the crankshaft under load.

      Volkswagen is currently the first carmaker to implement cylinder shut-off in a mass produced four-cylinder TSI engine.

      The TSI combustion method – petrol direct injection plus turbocharging – is actually essential in implementing cylinder shut-off technology in its current form. That is because it eliminates complications in gas exchange that would otherwise occur in multi-point injection engines. This new TSI will also be able to fulfill the future EU6 emissions standard.

      Volkswagen will be introducing cylinder shut-off on Volkswagen production cars in early 2012.

      Note:

      Features and technical data apply to models offered in Germany. They may differ in other countries. All fuel economy and driving performance data are forecast values as of August 2011.

      [customized] - NWT powered

    • nicht nur beim 1,4 sondern auch beim 3 Zylinder 1,2 soll des so werden. Audi machts ja auch beim neuen S7 und S8 so das sie 4 Zylinder abschalten wenn sie nicht gebraucht werden.
      Bei Chrysler im 300 schon lange so und wird sicherlich nochmal mehr Sprit sparen und wenn man die Leistung braucht ist sie ja dann auch da. Also warum nicht

    • Klingt ja mal ganz interessant. Ich hoffe nur, dass es nicht wieder an der Umsetzung scheitert. Ich habe mir schon gedacht, das VW von den Twinchargern weggeht, in meinen Augen auch genau der richtige Schritt. Ein Turbocharger der 140PS Leistet stellt echt eine gute Basis da und sollte auch haltbar sein.


      LG Eike

      Gruß StraightShooter
      mein
      Golf.de
      Moderator

    • Na wenigstens kann es bei dem Motor keine Probleme mit der Steuerkette geben, da er wieder mit nem Zahnriemen angetrieben werden soll... Aber VW schafft es doch immer wieder, neue "teure" Fehler einzubauen! 8|

      VCDS vorhanden - für fehlerauslesen und/oder codieren im Raum Berlin, PN an mich
    • 1,4l Hubraum und dann noch 2 Zylinder abschalten.... Naja, werden dann wohl bald recht viele "Verkehrsbremsen" unterwegs sein.
      Beim A7/A8 kann man es ja verstehen, die haben ja auch meist nen dicken 8 Zylinder Motor und viel Hubraum, wenn der dann auf 4 Zylindern läuft reichts immer noch dicke. Würde mich nicht wundern wenn die 2 Zylinder die dann nur noch laufen, ganz schnell den Geist aufgeben.


      MfG
      fraggl

    • Also wenn das kommen soll dann bitte doch als Twincharger und nicht als reinen Turbo. So hat man wenigstens noch den Kompressor für unten rum im Stadtverkehr.


      Interessant die These allemal, vor alleding da Chrysler es ja schon seit Jahren nutzt.

      Ich finde VW sollte daran arbeiten mal Wasserstoff Antrieb nutzen zu können... das macht uns allen Spass und spart ordentlich. Und nicht wieder so eine heikle mechanische Sache die wieder teure Folgekosten in Anspruch nimmt.

      Golf V GT Sport R-Line weiß
      1.4 TSI 140 PS Serie ( 183 PS XBM Tuning Stage I ) zu verkaufen !!!