Enabling Improved Vehicle Fuel Economy and Emissions · Enabling Improved Vehicle Fuel Economy and...

© 2017 Eaton. All Rights Reserved.

2017 Symposium - Engine Research Center, June 14th, 2017, Madison, WI

Enabling Improved Vehicle Fuel Economy and Emissions

James McCarthy, Jr.

Eaton

June 14th, 2017

2© 2017 Eaton. All Rights Reserved..


Agenda

• Introduction• Cylinder Deactivation (CDA)• Test Setup

• Engine Hardware

• Test Plan

• Results• Control Strategy

• Speed – Load (Torque) Sweeps

• Animation

• Full Engine CDA

• Conclusions



Introduction

• NOx aftertreatment systems are temperature sensitive• High NOx conversion begins between 220 and 280C

depending on catalyst formulation

• Exhaust thermal management is key for Aftertreatment• Proposed ultra-low NOx standard on the order of 10% of

today’s standard

• 250C at the turbine exit was chosen as the target in this study for high NOx conversion efficiency

• Cylinder deactivation can provide high grade heat during low load operation while offering a fuel savings



IntroductionExhaust Temperature MapsMedium Duty Diesel Heavy Duty Diesel

Exhaust Too Cold

Peak Zone > 250C

• Medium and Heavy Duty Exhaust Maps are Scalable

Exhaust “too cold” below 3 to 4 bar BMEP for Efficient NOx Aftertreatment



Agenda


• Engine Hardware

• Test Plan



• Animation

• Full Engine CDA

• Conclusions



Cylinder Deactivation (CDA) & Benefits

Fuel Economy

ExhaustTemperature

Fuel cut off

Intake and exhaust valves stop opening

Cylinder = Air Spring

How It Works

Charge trapped

Diesel Benefits

Fuel Economy

Gasoline Benefits

Half Engine CDA Options



CDA OptionsReference: All Valves Active

Half Engine CDA

Two Cylinder CDA Four Cylinder CDA

Today’s Focus:Half Engine CDA for Exhaust Temperature / Fuel Economy

Full Engine CDA for Friction / Breathing Reduction

Full Engine CDA



Agenda


• Engine Hardware

• Test Plan



• Animation

• Full Engine CDA

• Conclusions



Proof of Concept Hardware

Production Mechanical Tappet

Production CDA

(gasoline)

CDA Concept EvaluationHardware

Modified Production Hardware for CDA Demonstration on a Medium Duty Diesel Engine



CDA Proof of Concept Hardware

OCV’sECM

CDA Controller

ECM

Dyno

Oil Control Valves (OCV)

…exha

ust

inta

ke

exha

ust

inta

ke

CDA

…



Test Plan

• Tested all points with full and half engine operation

• Key Metrics:

• Turbine Out Temperature• Fuel Economy

• Reference points measured with camless engine

Camless Engine (Powered Remotely)

Evaluated CDA across speed map (800 to 2100 rpm) at engine loads having low exhaust temperatures (< 250C)



Agenda


• Engine Hardware

• Test Plan



• Animation

• Full Engine CDA

• Conclusions



Control Strategy InfluenceCDA @ 800 rpm

A: ECM untouched

800

2100

1000

12001350

150018001650

Control Strategy A was used for investigation as results were negligible when using Strategies B & C

Varied Based On Cylinder Specific Loads & Air Flow

B:

C:



Agenda


• Engine Hardware

• Test Plan



• Animation

• Full Engine CDA

• Conclusions



ResultsCDA @ 800 rpm 800

2100

1000

12001350

150018001650

CDA Reaches 250C at lower load (130 Nm vs. 180 Nm)Saves 40% fuel at lowest load. Fuel neutral at 160 Nm.



ResultsCDA @ 1000 rpm 1000

800

2100

12001350

150018001650

CDA Reaches 250C at 90 Nm (vs. 180 Nm)Saves 49% fuel at lowest load. Fuel neutral at 180 Nm.



ResultsCDA @ 1200 rpm

1200

800

2100

1000

13501500

18001650





1350

800

2100

1000

1200

150018001650





1500

800

2100

1000

12001350

18001650

CDA Meets 250C at all loads (vs. 170 Nm)Fuel neutral as 1500 rpm was designed speed of the engine




1650

800

2100

1000

12001350

18001500

CDA Reaches 250C at all loads (vs. 160 Nm)Saves 16% fuel at lowest load. Fuel neutral at 180 Nm.




1800

800

2100

1000

12001350

15001650





2100

8001000

12001350

150018001650




Agenda


• Engine Hardware

• Test Plan



• Animation

• Full Engine CDA

• Conclusions



Peak Aftertreatment Efficiency Zone

Exhaust Too Cold

Exh

aust

Tem

pera

ture

[C]

Base EngineNeed for Exhaust Temperature Management

Exh. temp. is “too cold” below 3-4 bar for efficient NOx reduction



Half Engine Cylinder Deactivation (CDA)Tested Low Load Conditions (Animation)

Base Engine CDA Test Region

CDA Result for Increase Low-Load Temperature



Half Engine Cylinder Deactivation (CDA)Raises Exhaust Temperature at Low Load

CDA Raises Exh. Temp. in Majority of the Low Load Region



Agenda


• Engine Hardware

• Test Plan



• Animation

• Full Engine CDA

• Conclusions



Full Engine CDA

Full engine CDA reduces friction / breathing by 78% at 2100 rpm

and removes convective heat transfer to keep the aftertreatment hot

All Cylinders Operating



Agenda


• Engine Hardware

• Test Plan



• Animation

• Full Engine CDA

• Conclusions



Conclusions• Exhaust temperature management is needed to meet future emissions

• Half Engine CDA offers the following benefits

1. Increases exhaust temperature by approximately 100 C at all engine speed since AFR reduces; which can yield higher aftertreatment efficiencies

2. Improves engine fuel economy at low loads below 180 Nm (130 ft-lbs)

3. Reduces motoring torque (friction / breathing) by 62% at 2100 rpm

• Full Engine CDA

1. “Coast mode” benefit for reduced motoring torque by 78% at 2100 rpm

2. Keeps aftertreatment “hot” by eliminating convective heat transfer

• Recipe moving forward

• Use CDA at loads up to 180 Nm (130 ft-lbs) or up to 3 to 4 bar BMEP at all engine speeds to increase turbine outlet temperature while reducing fuel consumption



Thank You

James McCarthy, Jr.Chief Engineer

Eaton Vehicle Group

[email protected]

James MichelsBusiness Communications

Eaton Vehicle Group

[email protected]



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