Mode Transition Optimisation for Variable Displacement Engines

Souflas, Ioannis; Mason, Byron; Cary, Mark; Schaal, Peter

doi:10.4271/2016-01-0619

Cited by 6 publications

(3 citation statements)

References 9 publications

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“…The pressure decreases inside all the cylinders during the transition process [65] and so does the torque on the crankshaft. The goal is to achieve the same torque before and after the deactivation [66]. A drop in torque should be mitigated, as far as possible, by adjusting the valve overlap [67].…”

Section: Fig 3 Rolling Cylinder Deactivation With Different Trapped C...mentioning

confidence: 99%

Overview of the potential and limitations of cylinder deactivation

Fridrichová

Drápal

Vopařil

et al. 2021

Renewable and Sustainable Energy Reviews

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Section: Fig 3 Rolling Cylinder Deactivation With Different Trapped C...mentioning

confidence: 99%

Overview of the potential and limitations of cylinder deactivation

Fridrichová

Drápal

Vopařil

et al. 2021

Renewable and Sustainable Energy Reviews

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“…The CDA deactivates several cylinders with wider throttle openings for compensating the required torque. Wider throttle opening reduces pumping loss and thus improves fuel economy [ 4 , 5 , 6 , 7 , 8 , 9 , 10 , 11 ].…”

Section: Introductionmentioning

confidence: 99%

Minimization of Torque Deviation of Cylinder Deactivation Engine through 48V Mild-Hybrid Starter-Generator Control

Shin¹,

Jung

Han

et al. 2021

Sensors

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Cylinder deactivation (CDA) is an effective technique to improve fuel economy in spark ignition (SI) engines. This technique enhances volumetric efficiency and reduces throttling loss. However, practical implementation is restricted due to torque fluctuations between individual cylinders that cause noise, vibration, and harshness (NVH) issues. To ease torque deviation of the CDA, we propose an in-cylinder pressure based 48V mild-hybrid starter-generator (MHSG) control strategy. The target engine realizes CDA with a specialized engine configuration of separated intake manifolds to independently control the airflow into the cylinders. To handle the complexity of the combined CDA and mild-hybrid system, GT-POWER simulation environment was integrated with a SI turbulent combustion model and 48V MHSG model with actual part specifications. The combustion model is essential for in-cylinder pressure-based control; thus, it is calibrated with actual engine experimental data. The modeling results demonstrate the precise accuracy of the engine cylinder pressures and of quantities such as MAF, MAP, BMEP, and IMEP. The proposed control algorithm also showed remarkable control performance, achieved by instantaneous torque calculation and dynamic compensation, with a 99% maximum reduction rate of engine torque deviation under target CDA operations.

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“…Development of advanced CDA technologies for spark ignition engines was demonstrated by FEV and MAHLE [7] who described a mechanism that can be employed for deactivating cylinders by way of a switchable lever. The recent simulation work by Souflas et al (2016) models the realistic performance of the system during mode-switching events [8]. The authors went on to demonstrate a method for reducing the disturbance experienced by engines during switching between operation modes.…”

Section: Introductionmentioning

confidence: 99%

Benefits of spark-ignition engine fuel-saving technolog

Salim¹,

Mahdi²,

Ismail³

et al. 2017

J. MECH. ENG. SCI.

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This paper presents a simulation-based study to evaluate three potential benefits of fuelsaving technologies implemented in spark-ignition (SI) engines for a passenger car over actual urban driving cycles. These technologies include cylinder deactivation (CDA), stop-start system, and engine downsizing (≈20% degree of downsizing). The aim of the work is to evaluate individual benefits of each system in terms of fuel consumption. GT-Power engine simulation tool is utilised to model engines which employ each of the mentioned technologies; each of the engines has identical full-load torque characteristics. Each engine model is instructed to run over a transient, part-load, torque driven operations based on actual road test measurements, and the cycle-averaged fuel consumption was evaluated. From the analysis, the contribution of each technology in terms of fuel economy can be assessed based on an actual part-load transient operation, which can be beneficial to developers to optimise the operation of SI engines. The results revealed stopstart system to be the most promising technology for the driving cycle at hand with 27.5% fuel consumption improvement over the baseline engine. CDA engine allows for 12.6% fuel economy improvement. On the other hand, the downsized turbocharged engine has caused increasing cycle fuel consumption by 7.5%. These findings are expected to be valid for typical urban driving cycles as far as they conform to the operating load residency points over the transient torque profile.

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Mode Transition Optimisation for Variable Displacement Engines

Cited by 6 publications

References 9 publications

Overview of the potential and limitations of cylinder deactivation

Overview of the potential and limitations of cylinder deactivation

Minimization of Torque Deviation of Cylinder Deactivation Engine through 48V Mild-Hybrid Starter-Generator Control

Benefits of spark-ignition engine fuel-saving technolog

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