Comparative study of diesel engine cylinder deactivation transition strategies

Allen, Cody M; Gosala, Dheeraj B; Shaver, Gregory M.; McCarthy, James E.

doi:10.1177/1468087418768117

Cited by 23 publications

(25 citation statements)

References 20 publications

(42 reference statements)

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“…The charge trapping and release strategies implemented during deactivation and reactivation of cylinders have a significant impact on the brake thermal efficiency of the engine. Options include fresh charge trapping (deactivation of a cylinder after its intake event 16,18,19,22–25 ), combusted charge trapping (deactivation of a cylinder after fuel injection 1,18,19,25 ), and low-pressure charge trapping (deactivation of a cylinder after its exhaust event 16,18,19 ). CDA can be implemented using either fresh charge or combusted charge trapping.…”

Section: Methodsmentioning

confidence: 99%

“…Rebbert et al 23 advise trapping higher pressure exhaust gas, either by fresh charge trapping or by combusted charge trapping, in the cylinder to reduce oil consumption. Allen et al 25 performed a comparative analysis of fresh charge trapping and combusted charge trapping strategies on a diesel engine during fixed CDA and found that the pressure of the trapped charge in the deactivated cylinders decayed quite rapidly due to heat and mass loss via gas blowby.…”

Section: Methodsmentioning

confidence: 99%

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Dynamic cylinder activation in diesel engines

Gosala

Allen

Shaver

et al. 2018

International Journal of Engine Research

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Cylinder deactivation has been recently demonstrated to have fuel savings and aftertreatment thermal management benefits at low to moderate loads compared to conventional operation in diesel engines. This study discusses dynamic cylinder activation as an effective variant to fixed diesel engine cylinder deactivation. The set of inactive and active cylinders varies on a cycle-by-cycle basis during dynamic cylinder activation. This enables greater control over forcing frequencies of the engine, thereby allowing the engine to operate away from the drivetrain resonant frequency at all engine speeds, while maintaining similar fuel savings, thermal management, and emission characteristics as fixed cylinder deactivation. Additional benefits of dynamic cylinder activation include a reduction in the consecutive number of cycles a given cylinder is deactivated, and more even cylinder usage. Enablement of engine operation without exciting drivetrain resonant frequencies at similar fuel efficiency and emissions as fixed cylinder deactivation makes dynamic cylinder activation a strong candidate to augment the benefits already demonstrated for fixed cylinder deactivation.

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Section: Methodsmentioning

confidence: 99%

Section: Methodsmentioning

confidence: 99%

Dynamic cylinder activation in diesel engines

Gosala

Allen

Shaver

et al. 2018

International Journal of Engine Research

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“…al. 1 . Images captured of combustion events immediately following reactivation of the VDE cylinder, i.e.…”

Section: Image Analysis Of Vde Eventsmentioning

confidence: 99%

“…al. 1 found out in their study that due to blow-by around the piston rings and heat loss through cylinder walls, cylinder pressures for combusted charge and fresh charge converge within a second. Therefore, the performance difference of trapping combusted charge or fresh charge is negligible.…”

Section: Introductionmentioning

confidence: 96%

Impact and observations of cylinder deactivation and reactivation in a downsized gasoline turbocharged direct injection engine

Parker

Jiang

Butcher

et al. 2019

International Journal of Engine Research

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Cylinder deactivation, sometimes referred to as variable displacement engine technology, is a method being employed in state-of-the-art reciprocating engines to improve fuel economy. The approach involves disabling the valve actuation of one or more cylinders to deactivate them, thus forcing the engine to operate at a higher specific load across the remaining cylinders to produce the torque demanded. Operating at such a point with an increased throttle opening reduces the engine’s pumping losses and hence reduces fuel consumption. In this work, the spray morphology, combustion and emissions of a three-cylinder downsized gasoline turbocharged direct injection engine with variable displacement engine capability on one cylinder were studied. This investigation allowed the interaction between the fuel spray, engine performance and emissions immediately following the reactivation of the deactivated cylinder to be better understood. Three operation modes were examined which included running the engine at full displacement, at the reduced displacement and at full displacement with increased indicated mean effective pressure, matching that of the reduced displacement mode. The study showed that cylinder deactivation significantly reduced specific fuel consumption at the conditions tested in comparison to full displacement operation. It was also found that when running the engine at full displacement but with the reduced displacement–level indicated mean effective pressure, the specific fuel consumption was greater than for reduced displacement operation. In addition, it was observed that particulate number emissions increase transiently during the deactivation period due to the disturbances to the fuelling control caused by displacement transitions. Improved fuelling control, refinement of the engine calibration during reduced displacement operation or a gasoline particulate filter could be used to manage this particulate number level.

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“…Usually, exactly half of the number of cylinders are disabled in the deactivated mode [5][6][7]. More recently, however, there have been new concept proposals aiming at deactivating only one cylinder of a multi-cylinder engine [8][9][10].…”

Section: Introductionmentioning

confidence: 99%

A detailed study of a cylinder activation concept by efficiency loss analysis and 1D simulation

Buitkamp

Guenthner

Müller

et al. 2020

Automot. Engine Technol.

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Cylinder deactivation is a well-known measure for reducing fuel consumption, especially when applied to gasoline engines. Mostly, such systems are designed to deactivate half of the number of cylinders of the engine. In this study, a new concept is investigated for deactivating only one out of four cylinders of a commercial vehicle diesel engine (“3/4-cylinder concept”). For this purpose, cylinders 2–4 of the engine are operated in “real” 3-cylinder mode, thus with the firing order and ignition distance of a regular 3-cylinder engine, while the first cylinder is only activated near full load, running in parallel to the fourth cylinder. This concept was integrated into a test engine and evaluated on an engine test bench. As the investigations revealed significant improvements for the low-to-medium load region as well as disadvantages for high load, an extensive numerical analysis was carried out based on the experimental results. This included both 1D simulation runs and a detailed cylinder-specific efficiency loss analysis. Based on the results of this analysis, further steps for optimizing the concept were derived and studied by numerical calculations. As a result, it can be concluded that the 3/4-cylinder concept may provide significant improvements of real-world fuel economy when integrated as a drive unit into a tractor.

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Comparative study of diesel engine cylinder deactivation transition strategies

Cited by 23 publications

References 20 publications

Dynamic cylinder activation in diesel engines

Dynamic cylinder activation in diesel engines

Impact and observations of cylinder deactivation and reactivation in a downsized gasoline turbocharged direct injection engine

A detailed study of a cylinder activation concept by efficiency loss analysis and 1D simulation

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