The effect of cylinder deactivation on the performance of a diesel engine

Hai-jun, MO; Huang, Yongquan; Mao, Xianyin; Bin, Zhuo

doi:10.1177/0954407013503627

Cited by 14 publications

(14 citation statements)

References 2 publications

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“…This fuel consumption improvement was combined with a 40 °C–160 °C increase in exhaust temperatures. Ding et al 8 and Mo et al 11 found similar results for CDA, each demonstrating fuel consumption improvements of approximately 25% at idle conditions with increased exhaust temperatures. While the literature does note some concern that the reduction in airflow with CDA could prove problematic for transient response in diesels, Gosala et al 12 and Joshi et al 9 showed that implementing CDA at and around idle conditions results in no transient response deterioration.…”

Section: Introductionmentioning

confidence: 73%

Comparative study of diesel engine cylinder deactivation transition strategies

Allen

Gosala

Shaver

et al. 2018

International Journal of Engine Research

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Cylinder deactivation is an effective strategy to improve diesel engine fuel efficiency and aftertreatment thermal management when implemented through deactivation of both fueling and valve motion for a set of cylinders. Brake power is maintained by injecting additional fuel into the remaining activated cylinders. The initial deactivation of cylinders can be accomplished in various ways, the two most common options being to trap freshly inducted charge in the deactivated cylinders or to trap combusted gases in the deactivated cylinders. The choice of trapping strategy dictates the in-cylinder pressure characteristics of the deactivated cylinders and has potential to affect torque, oil consumption, and emissions upon reactivation. The effort described here compares these trapping strategies through examination of in-cylinder pressures following deactivation. Proponents of each trapping strategy exist; however, the results discussed here suggest no significant performance differences. As an example, the in-cylinder pressures of both trapping strategies converge as quickly as seven cycles, less than 1 s, after deactivation at curb idle conditions.

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Section: Introductionmentioning

confidence: 73%

Comparative study of diesel engine cylinder deactivation transition strategies

Allen

Gosala

Shaver

et al. 2018

International Journal of Engine Research

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“…Yang demonstrated an improvement of 1-13% in fuel efficiency using Cylinder Cutout operation on an excavator's diesel engine (Yang et al, 2012). At low loads, Mo demonstrated in Mo et al (2013) that Cylinder Cutout has significantly higher pumping losses than CDA. Figure 1A illustrates the speed and load for the engine used in this study as operated over the HDFTP.…”

Section: Introductionmentioning

confidence: 99%

Impact of Cylinder Deactivation and Cylinder Cutout via Flexible Valve Actuation on Fuel Efficient Aftertreatment Thermal Management at Curb Idle

et al. 2019

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Cylinder deactivation (CDA) and cylinder cutout are different operating strategies for diesel engines. CDA includes the deactivation of both the valve motions and the fuel injection of select cylinders, while cylinder cutout incorporates only fuel injection deactivation in select cylinders. This study compares diesel engine aftertreatment thermal management improvements possible via CDA and cylinder cutout at curb idle operation (800 RPM and 1.3 bar BMEP). Experiments and analysis demonstrated that both CDA and cylinder cutout enable improved fuel efficient "stay warm" thermal management compared to a stock thermal calibration on a Clean Idle Certified engine. At curb idle, this stock calibration depends on elevated exhaust manifold pressure to increase the required fueling (for thermal management) and to drive EGR. The study described here demonstrates that CDA does not require an elevated exhaust manifold pressure for thermal management or EGR delivery control, whereas cylinder cutout does. In addition to achieving engine-out NOx levels no higher than the stock thermal calibration, both cylinder cutout and CDA enable up to 55 and 80% reductions in particulate matter (PM), respectively. Cylinder cutout demonstrates 17% fuel savings, while CDA demonstrates 40% fuel savings, over the stock six-cylinder thermal calibration. These fuel efficiency improvements primarily result from reductions in pumping work via reduced air flow through the engine. Cylinder cutout reduces the air flow rate via elevated amounts of recirculated gases which are also required to regulate engine-out NOx, resulting in a larger delta pressure across the engine and consequently more pumping work than CDA. CDA reduces the air flow rate by deactivating cylinders, which reduces the charge flow rate and enables a small delta pressure between the intake and exhaust manifolds, resulting in less pumping work by the cylinders. As a result, CDA is more efficient than cylinder cutout. Furthermore, the thermal merits of cylinder cutout require high exhaust manifold pressures, and are subject to the configuration of the exhaust manifold and the exhaust gas recirculation (EGR) path.

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“…For example, a study described in [18] revealed significant fuel economy gains at low engine load when switching off two cylinders of a four-cylinder diesel engine. According to [19], cylinder deactivation in diesel engines may result in fuel consumption advantages of up to 17.5% while simultaneously increasing exhaust gas temperature. In [20], an improvement of fuel consumption of 10-30% through cylinder deactivation is reported for a sixcylinder diesel engine.…”

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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The effect of cylinder deactivation on the performance of a diesel engine

Cited by 14 publications

References 2 publications

Comparative study of diesel engine cylinder deactivation transition strategies

Comparative study of diesel engine cylinder deactivation transition strategies

Impact of Cylinder Deactivation and Cylinder Cutout via Flexible Valve Actuation on Fuel Efficient Aftertreatment Thermal Management at Curb Idle

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

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