Turbocharged Three-cylinder Engine with Activation of a Cylinder

Flierl, Rudolf; Hannibal, Wilhelm; Schurr, Anton; Neugä, Jörg

doi:10.1007/s38313-014-0158-0

Cited by 4 publications

(4 citation statements)

References 4 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…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]. Although the load increase is lower in these cases, this may still result in increased consumption benefits in real operating situations.…”

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.

View full text Add to dashboard Cite

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.

show abstract

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.

View full text Add to dashboard Cite

show abstract

“…Cylinder deactivation systems have commonly been applied to improve the fuel economy of larger displacement gasoline engines, [2][3][4][5] with reported fuel economy improvements approaching 20% from applications to large displacement V8 engines. 6,7 Applications to fourcylinder engines and smaller displacements have continued to be explored, [8][9][10][11][12][13] as evidenced by the introduction of a variant of the VW 1.4 TSI engine with cylinder deactivation on two cylinders over a range of part-load operating conditions. 14 In the work reported here, the impact of cylinder deactivation on the part load performance of a threecylinder, 1.0 L direct injection spark ignition (DISI) engine has been investigated to determine particularly how cylinder deactivation changes heat and work flows to achieve fuel economy improvements.…”

Section: Introductionmentioning

confidence: 99%

The effects of cylinder deactivation on the thermal behaviour and fuel economy of a three-cylinder direct injection spark ignition gasoline engine

McGhee

Wang

Bech

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part D:

View full text Add to dashboard Cite

The changes in thermal state, emissions and fuel economy of a 1.0-L, three-cylinder direct injection spark ignition engine when a cylinder is deactivated have been explored experimentally. Cylinder deactivation improved engine fuel economy by up to 15% at light engine loads by reducing pumping work, raising indicated thermal efficiency and raising combustion efficiency. Penalties included an increase in NOx emissions and small increases in rubbing friction and gas work losses of the deactivated cylinder. The cyclic pressure variation in the deactivated cylinder falls rapidly after deactivation through blow-by and heat transfer losses. After around seven cycles, the motoring loss is ~2 J/cycle. Engine structural temperatures settle within an 8- to 13-s interval after a switch between two- and three-cylinder operation. Engine heat rejection to coolant is reduced by ~13% by deactivating a cylinder, extending coolant warm-up time to thermostat-opening by 102 s.

show abstract

Section: Introductionmentioning

confidence: 99%

“…Fuel economy improvements are attributed to reductions in pumping work and an increase in gross indicated thermal efficiency [11]. Reported improvements in fuel economy are significant, ranging from a maximum of 30-40% for a 2.0l V6 carburetted petrol engine [12] when deactivating a bank of cylinders at low loads, to 25% for the 1.4l TSI [2] at low loads, and 6-10% for a 1.4l four-cylinder turbocharged engine with one or two cylinders deactivated [13].The application of cylinder deactivation to three cylinder, 1 litre engines is a departure from the norm and present challenges which include the uncertain effects on thermal behaviour of deactivating one of three cylinders. An investigation of these effects through computational modelling and experimental studies is reported in the paper.…”

mentioning

confidence: 99%

The Effects of Cylinder Deactivation on the Thermal Behaviour and Performance of a Three Cylinder Spark Ignition Engine

Bech¹,

Shayler²,

McGhee³

2016

SAE Int. J. Engines

View full text Add to dashboard Cite

Michael (2016) The effects of cylinder deactivation on the thermal behaviour and performance of a three cylinder spark ignition engine. SAE International Journal of Engines, 9 (4). ISSN 1946-3944 Access from the University of Nottingham repository: http://eprints.nottingham.ac.uk/40940/1/2016-01-2160.pdf Copyright and reuse:The Nottingham ePrints service makes this work by researchers of the University of Nottingham available open access under the following conditions. This article is made available under the University of Nottingham End User licence and may be reused according to the conditions of the licence. For more details see: http://eprints.nottingham.ac.uk/end_user_agreement.pdf A note on versions:The version presented here may differ from the published version or from the version of record. If you wish to cite this item you are advised to consult the publisher's version. Please see the repository url above for details on accessing the published version and note that access may require a subscription.For more information, please contact eprints@nottingham.ac.uk INTRODUCTIONIn recent years, the downsizing of direct injection spark ignition engines for light duty automotive applications has made a major contribution to improving the fuel economy of private passenger vehicles. Turbocharging and direct injection fuelling have been key technologies which allow smaller capacity engines to be used to meet required power and torque output requirements. These smaller engines operate at higher cylinder mean effective pressures across the load range than the engines they supersede. At part-load, throttling losses are reduced, gross indicated thermal efficiency is improved and reductions in engine capacity reduce friction power losses. The improvements under part-load conditions make a strong contribution to improving vehicle fuel consumption over drive cycles such as the New European Drive Cycle (NEDC).Downsized engines with a swept capacity of around 1.0litre are most commonly three-cylinder designs. Further downsizing by reducing cylinder capacity or the number of cylinders is possible, but other directions of technical innovation may be preferred for the next generation of small engines. One area of technology receiving attention is cylinder deactivation as a means of reducing the effective cylinder displacement for light load operation. Past applications in the automotive area have commonly been to relatively large displacement engines with six or more cylinders [1,2,3,4,5,6,7,8]. Since 2012, however, VW have produced a 1.4l, 4 cylinder TSI engine with Active Cylinder Technology [2]. This enables the deactivation of two of the four cylinders within an envelope of light load operating conditions. Ford have also reported exploring the application of cylinder deactivation to the three cylinder 1.0l Ford EcoBoost engine [3], [9].Various systems for deactivating cylinders have been described in the literature, including systems which eliminate piston reciprocation to reduce friction [10] or deactivate all cylin...

show abstract

Turbocharged Three-cylinder Engine with Activation of a Cylinder

Cited by 4 publications

References 4 publications

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

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

The effects of cylinder deactivation on the thermal behaviour and fuel economy of a three-cylinder direct injection spark ignition gasoline engine

The Effects of Cylinder Deactivation on the Thermal Behaviour and Performance of a Three Cylinder Spark Ignition Engine

Contact Info

Product

Resources

About