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

McGhee, Michael; Wang, Ziman; Bech, Alexander; Shayler, P. J.; Witt, Dennis

doi:10.1177/0954407018806744

Cited by 7 publications

(4 citation statements)

References 15 publications

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“…Other interesting strategies are being employed to improve fuel economy in the SI research area, such as the introduction of cooled exhaust gas recirculation (EGR), 5 variable valve timing (VVT) system, 6 deactivation of cylinders, 7 and intake port injection of water. 8 Focusing on the EGR technology, it reduces the knocking tendency, 9,10 the pumping losses, the exhaust gas temperature, and the heat losses through the cylinder walls.…”

Section: Introductionmentioning

confidence: 99%

Experimental and modeling analysis on the optimization of combined VVT and EGR strategies in turbocharged direct-injection gasoline engines with VNT

Galindo

Climent

Morena

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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The combination of a growing number of complex technologies in internal combustion engines (ICE) is commonplace, due to the need of complying with the tight pollutant regulations and achieving high efficiencies. Hence the work of calibration engineers is led by a constant increase in degrees of freedom in ICE design. In this research work, a wide analysis on the optimization of combined variable valve timing (VVT) and exhaust gases recirculation (EGR) strategies is developed, in order to reduce fuel consumption in a EURO 6 1.3l 4-stroke 4-cylinder, gasoline, turbocharged, direct-injection engine, also equipped with a variable nozzle turbine (VNT). For that purpose, a methodology which combines 1D engine simulations with limited experimental work was applied. First, the data from 25 experimental tests distributed into three steady engine operating conditions was used to calibrate a 1D model. Then, modeling parametric studies were performed to optimize VVT and EGR parameters. A total of 150 cases were simulated for each operating point, in which VVT settings and EGR rate were varied at iso-air mass flow and iso-intake manifold temperature. The optimization was based on finding the configuration of VVT and EGR systems which maximizes the indicated efficiency. All different cases modeled were also evaluated in terms of pumping and heat losses. Moreover, a deep assessment of instantaneous pressure traces and mass flows in intake and exhaust valves was given, to provide insights about the optimization procedure. Finally, the findings obtained by simulation were compared with the results from a design of experiments (DOE) composed of more than 300 tests, and the impact on engine fuel consumption was analyzed.

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Section: Introductionmentioning

confidence: 99%

Experimental and modeling analysis on the optimization of combined VVT and EGR strategies in turbocharged direct-injection gasoline engines with VNT

Galindo

Climent

Morena

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Downsizing a direct injection SI engine with compressed natural gas (CNG) outperforms gasoline in exhaust emissions (Nanthagopal et al 2018). Maintaining higher exhaust temperatures while deactivating cylinders improves the performance of diesel particulate filters (Mashadi and Maleki 2014;McGhee et al 2019). Cylinder deactivation results in a thinner lubricating coating, leading to increased frictional power losses.…”

Section: Introductionmentioning

confidence: 99%

Combustion and Exhaust Emission Improvement in a 3-Cylinder Mpfi Engine Through Downsizing

Ram

YADAV

SINGH

2023

UPjeng

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This research aims to compare the potential and existing conditions of a small-sized spark ignition (SI) engine with a 1.0-liter capacity suitable for cylinder deactivation. The cylinder deactivation strategy is used to solve the issues of inefficient combustion and increased exhaust emission under part loading. Consequently, the possibility of implementing cylinder deactivation in terms of decreased exhaust pollution has been assessed. A computerized, 1.0-liter, 4-stroke, water-cooled, spark-ignition engine with an open engine control unit (ECU) and multi-point fuel injection (MPFI) was used for the trials. Both modes were tested at 2500 revolutions per minute (RPM) under loads of 15, 30, and 45 N-m. The spark plug and fuel injector deactivate the cylinder. The results show that when the highest possible load is used, the peak cylinder pressure is 55.78% higher, and the maximum heat release rate is 53.96% more in the deactivation mode than in the traditional mode. In deactivation mode, the mass fraction consumed is larger at each crank angle point, suggesting a faster rate of combustion and increased combustion efficiency. The increased mean gas temperature permits the catalytic converter to perform more efficiently after downsizing. When compared to the conventional mode, carbon monoxide (CO) emission is almost non-existent at full load, unburned hydrocarbon (UHC) is reduced by 92.89%, and oxides of nitrogen (NOx) are reduced by 35% in the deactivation mode. Furthermore, the experiment indicated that, when employed at part load, the deactivation mode is more beneficial than the standard mode in terms of better combustion stability and lesser emissions.

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“…By using fewer cylinders to supply the same brake load, parasitic losses Energies 2021, 14, 2540 2 of 20 are reduced, which increases efficiency. Numerous publications [8][9][10][11][12][13][14][15][16][17][18][19][20] about cylinder deactivation describe these effects. Fuel savings by up to 25% for steady-state engine operation [13,14] and by up to 15% in driving cycles [14] or 20% in urban driving [9] are reported.…”

Section: Introductionmentioning

confidence: 99%

Practical Aspects of Cylinder Deactivation and Reactivation

2021

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Cylinder deactivation is an effective measure to reduce the fuel consumption of internal combustion engines. This paper deals with several practical aspects of switching from conventional operation to operation with deactivated cylinders, i.e., gas spring operation with closed intake and exhaust valves. The focus of this paper lies on one particular quantity-controlled stoichiometrically-operated engine where the load is controlled using the valve timing. Nevertheless, the main results are transferable to other engines and engine types, including quality-controlled engines. The first aspect of this paper is an analysis of the transition from fired to gas spring operation, and vice versa, as well as the gas spring operation itself. This is essential for mode changes, such as cylinder deactivation or skip-firing operation. Simulation results show that optimizing the valve timing in the last cycle before deactivating/first cycle after reactivating a cylinder, respectively, is advantageous. We further show that steady-state gas spring operation is reached after approximately 6 s regardless of the initial conditions and the engine speed. The second aspect of this paper experimentally verifies the advantage of optimized valve timings. Furthermore, we show measurements that demonstrate the occurrence of an unavoidable torque ripple, especially when the transition to and from the deactivated cylinder operation is performed too quickly. We also confirm with our experiments that a more gradual mode transition reduces the torque drop.

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

Cited by 7 publications

References 15 publications

Experimental and modeling analysis on the optimization of combined VVT and EGR strategies in turbocharged direct-injection gasoline engines with VNT

Experimental and modeling analysis on the optimization of combined VVT and EGR strategies in turbocharged direct-injection gasoline engines with VNT

Combustion and Exhaust Emission Improvement in a 3-Cylinder Mpfi Engine Through Downsizing

Practical Aspects of Cylinder Deactivation and Reactivation

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