Fuel efficient exhaust thermal management for compression ignition engines during idle via cylinder deactivation and flexible valve actuation

Abstract

Fuel efficient thermal management of diesel engine aftertreatment is a significant challenge, particularly during cold start, extended idle, urban driving, and vehicle operation in cold ambient conditions. Aftertreatment systems incorporating NO xmitigating selective catalytic reduction and diesel oxidation catalysts must reach ;250°C to be effective. The primary engine-out condition that affects the ability to keep the aftertreatment components hot is the turbine outlet temperature; however, it is a combination of exhaust flow rate and turbine outlet temperature that impact the warm-up of the aftertreatment components via convective heat transfer. This article demonstrates that cylinder deactivation improves exhaust thermal management during both loaded and lightly loaded idle conditions. Coupling cylinder deactivation with flexible valve motions results in additional benefits during lightly loaded idle operation. Specifically, this article illustrates that at loaded idle, valve motion and fuel injection deactivation in three of the six cylinders enables the following: (1) a turbine outlet temperature increases from ;190°C to 310°C with only a 2% fuel economy penalty compared to the most efficient six-cylinder operation and (2) a 39% reduction in fuel consumption compared to six-cylinder operation achieving the same ;310°C turbine out temperature. Similarly, at lightly loaded idle, the combination of valve motion and fuel injection deactivation in three of the six cylinders, intake/exhaust valve throttling, and intake valve closure modulation enables the following: (1) a turbine outlet temperature increases from ;120°C to 200°C with no fuel consumption penalty compared to the most efficient six-cylinder operation and (2) turbine outlet temperatures in excess of 250°C when internal exhaust gas recirculation is also implemented. These variable valve actuation-based strategies also outperform six-cylinder operation for aftertreatment warm-up at all catalyst bed temperatures. These benefits are primarily realized by reducing the air flow through the engine, directly resulting in higher exhaust temperatures and lower pumping penalties compared to conventional six-cylinder operation. The elevated exhaust temperatures offset exhaust flow reductions, increasing exhaust gas-to-catalyst heat transfer rates, resulting in superior aftertreatment thermal management performance.

Reducing Diesel Engine Drive Cycle Fuel Consumption through Use of Cylinder Deactivation to Maintain Aftertreatment Component Temperature during Idle and Low Load Operating Conditions

“…A fuel consumption improvement of 5-25% on a diesel engine was demonstrated by implementing CDA at low load steady-state operating conditions (Ramesh et al, 2017). Ding et al (2015) experimentally demonstrated that CDA combined with other VVA strategies, including late intake valve closing (LIVC) and internal EGR (iEGR), at lightly loaded and loaded idle conditions, enable an improved tradeoff between fuel economy and thermal management in comparison with conventional thermal management strategies. CDA has been shown to result in exhaust temperatures capable of passive DPF regeneration during highway cruise conditions (Lu et al, 2015).…”

Improving Exhaust Temperature Management At Low-loaded Diesel Engine Operations Via Internal Exhaust Gas Recirculation

“…As illustrated on Figure 9 below, IEGR causes reduction on volumetric efficiency as well. However, the reduction is relatively low compared to aforementioned conventional airflow reduction techniques [13][14][15][16]. Thus, it can be predicted that IEGR can be more successful during transient operations compared to those methods.…”

“…Therefore, it requires fuel consumption penalty (above 5 %) to keep engine load constant [12]. In addition to EEVO, decreasing in-cylinder air induction can also increase exhaust temperatures on diesel engine systems [13][14][15][16]. Those air-flow reducing methods are highly effective, however, they cause a dramatic reduction on volumetric efficiency which can be critical during transientstate operations.…”

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

“…al. 14 studied the impact of cylinder deactivation on fuel efficiency and aftertreatment performance of diesel engines. They found that cylinder deactivation leads to 5% to 40% fuel consumption reduction and 50% of NOx reduction.…”