Engage the Experts

© 2020 Eaton. All rights reserved..

Understanding diesel

cylinder deactivation

October 21, 2020

Engage the Experts


Tony TrueloveGlobal Marketing Communications Manager, Eaton

• Welcome!

• Fourth in a series of

webinars on diesel

cylinder deactivation

• Feel free to send us

questions


Engage the Experts: free webinars on commercial vehicle engine strategies

September 9 The truth about diesel CDA and NVHTom Reinhart, Southwest Research Institute (SwRI)

September 30 Achieving 2027 emissions regulationsChris Sharp, Southwest Research Institute (SwRI)

October 14 The advantages of CDA over real-world drive cyclesDr. Mrunal Joshi, Cummins

October 21 Understanding diesel cylinder deactivationDr. Greg Shaver, Purdue University

October 28 CDA versus cylinder cutout: a technology overview Dr. Cody Allen, University of Illinois

https://content.eaton.com/en-us_Diesel_CDA_NVH_Webinar

https://content.eaton.com/en-us_future_of_emission

https://content.eaton.com/en-us_cda-advantages

https://event.webcasts.com/starthere.jsp?ei=1356446&tp_key=21122c2c8c

https://event.webcasts.com/starthere.jsp?ei=1356447&tp_key=658614ef61


Today’s discussion

• Based on extensive

research from 30

published papers

• List can be downloaded

from the Resources area


Dr. Dheeraj GosalaResearch engineer, Cummins

• Dheeraj Gosala is a research engineer in the Advanced Systems Performance group in Cummins Research & Technology. He works on advanced controls development for next-generation spark-ignited and diesel engine systems within electrified commercial vehicle powertrains.

• Dheeraj graduated with a PhD from Purdue University in 2018. His doctoral dissertation investigated the potential of diesel engine variable valve actuation, including cylinder deactivation, in achieving fuel-efficient emissions reduction.


Dr. Cody AllenAssistant Professor, University of Illinois

• Cody Allen is an Assistant Professor at the University of

Illinois at Urbana-Champaign in the Department of

Agricultural and Biological Engineering.

• His research focuses on creating cleaner, more efficient

heavy-duty vehicles by exploring advanced powertrain

technologies and architectures, including works resulting in

over a half-dozen peer-reviewed publications related to

diesel engine variable valve actuation and cylinder

deactivation. He also develops model-based control

algorithms and validation tools for machine automation

leading to improved productivity, efficiency, and safety.

• Prior to joining the faculty at the University of Illinois, Cody

worked as a Guidance, Navigation, and Control Engineer for

Boeing Defense, Space & Security.

• He received a PhD in Mechanical Engineering from Purdue

University in 2019, MSME from Purdue in 2016, and BSME

with high honors from the University of Illinois in 2014


Dr. James McCarthy, Jr.Chief Engineer for Vehicle Technologies and Innovation, Eaton

• Prior to joining Eaton, Jim worked on

diesel engine technologies at Detroit

Diesel

• Focused on product innovation and

growth to develop solutions for engine

technologies to conserve fossil fuels

and reduce emissions

• Holds a Ph.D., Masters of Science and

Bachelors of Science in Mechanical

Engineering from Purdue University


Dr. Eckhard GrollHead of the School of Mechanical Engineering, Purdue University

• Dr. Eckhard A. Groll is the Reilly Professor of Mechanical Engineering

and also serves as the Head of Mechanical Engineering.

• He received his Diploma in Mechanical Engineering from the University of the Ruhr in Bochum, Germany, in 1989 and a Doctorate in Mechanical

Engineering from the University of Hannover, Germany, in 1994.

• Prof. Groll teaches thermodynamics and his research focuses on the fundamental thermal sciences as applied to advanced energy conversion

systems, components, and their working fluids. He is a world-renown expert in positive displacement compressors and expanders.

• He has been the principal investigator or co-principal investigator on

more than 120 research grants and more than 40 educational grants from various governmental agencies, professional societies, and more

than 30 different industrial sponsors.

• He has authored or co-authored more than 370 archival journal articles and conference papers. He has been the co-author of 4 book chapters

and the editor or co-editor of 7 conference proceedings.

• He serves as the Regional Editor for the Americas for the International Journal of Refrigeration and is a fellow of the American Society of

Heating, Refrigerating, and Air Conditioning Engineers (ASHRAE).

MECHANICAL ENGINEERINGSTATEOF THESCHOOL

EckhardA. Groll

9

Undergraduates

10

▪ More than 97% of Purdue ME

students graduate with industry

experience (internships, co-ops, and

research)

▪ 75% of graduates go to work in

industry (automotive, aerospace,

defense, energy, biomedicine,

manufacturing, management, and

much more!)

Company-Sponsored Student Design Projects

11

▪ 14 senior design projects (approx. 28% of all teams) were direct collaborations with industry partners

• Teams of 4-6 seniors spend their final semester tackling a company’s engineering issue

• Could be a manufacturing problem, a new feature for an existing product, or any other issue large or small

• Many companies implement their designs, and hire the students right after graduation!

▪ Corporate Partners Program has grown to

include 13 partners(Phillips 66, EBI, Modineer, ArcelorMittal, Eaton, Lilly,

Sandia, Norfolk Southern, Exxon, Altair, Lawrence

Livermore, Air Products, Whirlpool)

A Master’s Degree for Working Professionals

12

▪ 26% of Purdue ME graduate students

are fully online

▪ Purdue ME’s Online Masters program

ranked #1 in the country by US News

& World Report

▪ Flexibility for working professionals,

anywhere in the world

▪ purdue.edu/ME/online

“This degree has opened doors for me into a

new position on the research side here at

3M. Corporate R&D is something I had

always wanted to get into from the beginning,

and this Purdue program has really enabled

that to happen.”

Purdue is a Research Powerhouse

13

▪ Purdue generates half a billion dollars in research funding every year

▪ World-class facilities and labs found nowhere else

▪ 90 mechanical engineering faculty in 21 different research areas

▪ $38.1 million in research expenditures in 2019-20

▪ More than a 50% increase in just 4 years!

▪ Just recently:

• $8M from US Army for Energetic Materials research

• $5M from NSF to use augmented reality in

manufacturing worker education

• $5M from NSF for precision agriculture with

Internet-of-Things

14

Research Area Chart

Many ways to get involved!

15

▪ There’s a place for your research at Purdue!

▪ Sponsor a project with one faculty, or participate

in a research center

▪ Share costs with government-funded projects

from DOE, DOD, NASA, etc.

▪ Small-business grants

available for startup companies

▪ Purdue has decades of

experience with hundreds of

corporate partners!


Dr. Greg ShaverProfessor of Engineering, Purdue University

• Dr. Shaver is a Full Professor, University Faculty Scholar, and College of Engineering Early Career Research Award recipient. He joined the Purdue Faculty in 2006.

• He is focused on creating challenging, interesting, relevant, career-launching research and learning opportunities for Purdue students. His research program is dedicated to clean, safe, and efficient commercial vehicles – via advanced diesel & natural gas engine systems/controls, powertrain electrification, and vehicle automation/connectivity.

• His efforts are well known in the industry and regulatory agencies, including the U.S. EPA and California Air Resources Board. This is a result of Greg’s students and industry collaborators demonstrating that future diesel engines can simultaneously reduce emissions (NOx and soot), fuel consumption, and CO2 emissions through the use of variable valve actuation (VVA) and cylinder deactivation.

• Greg earned graduate (PhD 2005, MSME 2004) and undergraduate (BSME 2000 w/ highest distinction) degrees from Stanford and Purdue, respectively.

Understanding Diesel Engine Cylinder Deactivation(and some context relative to other approaches)

October 21st, 2020

PI: Dr. Gregory Shaver

Project management: Eric Holloway

With funding from, and in collaboration with:

VVA improves diesel engine fuel efficiency and aftertreatment thermal management.BTE Fuel-Efficient Stay-hot Get-hot

Open cycle ɳ Close cycle ɳ

Lower exhman press

Moreoptimal

heat release

Higher TOT via lower

heat loss


airflow

Lower exhflow i.e.

lower airflow

Higher exhflow i.e. higherairflow

rate

Potential to

eliminate elevated

exht. man.

pressure

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange

1. Miller cycling2. Dynamic charging. .3. Cylinder deactivation4. Dynamic cylinder activation5. Non-fired cyl. ventilation 6. Cylinder cutout7. Reverse breathing 8. Intake rebreathing. . . . . . . . . . . . . 9. IVC modulation10. Internal EGR11. Early exhaust valve opening12. Late exhaust valve opening13. 2-stroke breathing + VVA14. High speed idle + VVA 15. Challenges with CDA?

Higher fuel flow

vialower OCE

Higher TOT via higher fuel flow

Higher fuel flow

vialower CCESummary

18

VVA improves diesel engine fuel efficiency and aftertreatment thermal management.BTE Fuel-Efficient Stay-hot Get-hot


Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

Potential to

eliminate elevated

exht. man.

pressure

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

19Presentation focus is cylinder deactivation (CDA), but I will draw comparisons to several other methods.

Experimental Setup at Purdue University

Cummins Power Lab – Test Cell 1

Aftertreatment systemDOC-DPF-SCR

Cummins 6-cylindercamless diesel engine

Fully flexible VVA systemCylinder-to-cylinder, cycle-by-cycle control

MeasurementsEmissions, temperatures, pressures, flow rates etc.

20







21



DOCDPFSCR





22







23

Fuel Efficiency

Close Cycle Efficiency

Open CycleEfficiency

Mechanical Efficiency

Expansion

Exhaust

Expansion

Exhaust

Compression

Intake

Area of pumping loop ∝ 𝟏

𝑶𝒑𝒆𝒏 𝑪𝒚𝒄𝒍𝒆 𝑬𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚

Closed loop

log

P

log V

Potential for fuel efficiency improvements with VVA

Pumping (Open) loop

24

Ways to increase open cycle efficiency - Reduce intake-to-exhaust manifold gas exchange

- Use VVA to lower per cylinder int.-to-exht. man. gas exchange (iEGR, IVC)

- Use VVA to decrease # of cylinders exchanging gas from int-to-exht. man. (CDA, DCA, NFCV, rev. breathing, cyl. cut, etc.)

- Lower exhaust manifold pressure- Use VVA to reduce back pressure req’d for thermal management or

to drive HP EGR (CDA, DCA, NFCV, rev. breathing, iEGR, IVC)

BTE Fuel-Efficient Stay-hot Get-hot


Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

25

Potential to

eliminate elevated

exht. man.

pressure

VVA improves diesel engine fuel efficiency and aftertreatment thermal management.

Conventional six-cylinder operation Fixed CDA – 3 cylinders firing (3 CF)

Fixed CDA – 2 cylinders firing (2 CF)Fixed CDA – 4 cylinders firing (4 CF)

• Both valve actuation and fuel injection are disabled

• Fuel injected in the active cylinders is increased to meet torque/power

• Fixed set of cylinders are deactivated every engine cycle

Cylinder Deactivation

26

Cylinder Deactivation – 800 rpm, 1.3 bar (curb idle)

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)

Normalized Fuel Consumption

TM 6CF

FE 6CF

60% more fuel

120°C higher

6 cylinder operation

(6CF)TM – conventional thermal management mode

FE – conventional fuel efficient mode

27


140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


3CF

FE 6CF

41% fuel savings

TM 6CF

~60°C higher

Fixed CDA (3CF)


(6CF)

28

CDA achieves elevated engine-out temperatures at lower fuel consumption


140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


3CF 41% fuel savings

~60°C higher

TM 6CF2CF

39% fuel savingsFixed CDA

(2CF)

Fixed CDA (3CF)

~120°C higher

FE 6CF


(6CF)

29



140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


3CF 41% fuel savings

~60°C higher

TM 6CF2CF

39% fuel savings


~120°C higher

FE 6CF0

0.2

0.4

0.6

0.8

1

1.2

0 1 2 3 4

No

rmal

ized

NO

x fl

ow

rat

e

Normalized soot flow rate

2CF

3CF

TM 6CF

FE 6CF

CDA shows lower engine-out NOx and soot emissions than conventional 6-cylinder thermal management operation

Normalized exhaust flow rates

TM 6CF FE 6CF 3 CF 2 CF 30

Cylinder Deactivation – Elev. Ext. Man. Pressure, at 800 rpm, 1.3 bar (curb idle)

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


3CF

FE 6CF

41% fuel savings

~60°C higher

TM 6CF2CF

39% fuel savings

~120°C higher

CDA can achieve elevated engine-out temperatures at lower fuel consumption

without requiring elevated exhaust manifold pressure (EEMP)

3CF w/o EEMP

0

0.2

0.4

0.6

0.8

1

1.2

0 1 2 3 4

No

rmal

ized

NO

x fl

ow

rat

e


3CF

TM 6CF

FE 6CF

3CF w/o EEMP

31

2CF

Cylinder Deactivation – CDA+LIVC and CDA+iEGR at 800 rpm, 1.3 bar (curb idle)

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


3CF

FE 6CF

41% fuel savings

~60°C higher

TM 6CF2CF

39% fuel savings

~120°C higher3CF+LIVC

3CF+iEGR

3CF+iEGR

• CDA+LIVC : Higher TOT, lower fuel consumption than 3CF• CDA+iEGR : Enables improved TOT vs FC tradeoff

.1

.1

.1

0

0.2

0.4

0.6

0.8

1

1.2

0 1 2 3 4

No

rmal

ized

NO

x fl

ow

rat

e


3CF

TM 6CF

FE 6CF

• CDA+LIVC • CDA+iEGR

Within desired emission constraints

.1

3CF+iEGR.1

3CF+iEGR

.1

3CF+LIVC

32

2CF

300

350

400

450

500

550

600

1 1.1 1.2 1.3 1.4

Turb

ine

Ou

tlet

Tem

per

atu

re (d

eg C

)


FE 6CF

• CDA yields higher engine-outlet temperatures than 6-cylinder operation, making it possible to perform DPF regeneration during highway cruise

• Fuel penalty with respect to best BSFC 6-cyl operation

Active DPF regen

Cylinder Deactivation – Highway cruise 1200 rpm, 7.6 bar

3CF

4CF

6CF

33

0.7

0.8

0.9

1

1.3 2.5 3.8 5.1 6.4

No

rma

lize

d F

ue

l Co

nsu

mp

tio

n

BMEP (bar)

CDA results in 4-25% fuel savings, depending on engine load, and yields up to 200 deg C higher engine-out temperatures

Cylinder Deactivation – 2200 rpm, 1.3-5.2 bar

FE 6CF3CF

34



Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

35

Potential to

eliminate elevated

exht. man.

pressure


Dynamic Cylinder Activation (DCA)

Form of CDA with a different set of active cylinders each engine cycle

Fixed Cylinder DeactivationFixed CDA (3 CF)

Dynamic Cylinder ActivationDCA (3 CF equivalent)

36

Fixed CDA

DCA alternating pattern

DCA aperiodic pattern

Dynamic Cylinder Activation is studied using two ‘recipes’

37

0

0.2

0.4

0.6

0.8

1

1.2

0 1 2 3 4

No

rmal

ized

NO

x fl

ow

rat

e


FE 6CF

DCA shows similar fuel savings, exhaust temperatures and emissions

as fixed CDA with equivalent number of cylinders firing

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6


DCA (3CF equivalent)

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)

3CF

3CF

DCA (3CF equivalent)

TM 6CF

FE 6CF

Dynamic Cylinder Activation at 800 rpm, 1.3 bar

TM 6CF2CF

38

2CF

Fixed CDA- 3 CF

Frequency

Six-cylinder operation

Torsional vibration in DCA- Additional degree of freedom

Torsional vibration(Ang Acc Flywheel)

39

Fixed CDA- 3 CF

DCA (alternating pattern)

DCA (aperiodic pattern)

Frequency

3 CF equivalent

3 CF equivalent

Six-cylinder operation

Torsional vibration in DCA- Additional degree of freedom

Acceptable torsional vibration –

Switch between fixed CDA and appropriate DCA

strategy depending on engine speed

Torsional vibration(Ang Acc Flywheel)

40



Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

41

Potential to

eliminate elevated

exht. man.

pressure


Conventional Operation

CDA – 3CF140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tle

t Te

mp

era

ture

(de

g C

)


3 CF

2 CF TM 6CF

FE 6CF

Reverse breathing and intake rebreathing for stay-hot

800 rpm, 1.3 bar (curb idle)

42

Fired Reverse Breathing

• Uses no external EGR• Low airflow strategy

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tle

t Te

mp

era

ture

(de

g C

)


3 CF

FRB-2cyl

FRB-1cyl

2 CF TM 6CF

FE 6CF



43

Non-Fired Reverse Breathing

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tle

t Te

mp

era

ture

(de

g C

)


3 CF

FRB-2cyl

FRB-1cyl

NFRB-3cyl

2 CF TM 6CF

FE 6CF




44

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tle

t Te

mp

era

ture

(de

g C

)


3 CF

FRB-2cyl

FRB-1cylIRB-3cyl

NFRB-3cyl

Intake Rebreathing

TM 6CF

FE 6CF


TM 6CF FE 6CF 3 CF 2 CF FRB-2cyl IRB-3cyl NFRB-3cyl



2 CF800 rpm, 1.3 bar (curb idle)

45

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tle

t Te

mp

era

ture

(de

g C

)


3 CF

FRB-2cyl

FRB-1cylIRB-3cyl

NFRB-3cyl

TM 6CF

FE 6CF


TM 6CF FE 6CF 3 CF 2 CF FRB-2cyl IRB-3cyl NFRB-3cyl


2 CF800 rpm, 1.3 bar (curb idle)

0

0.2

0.4

0.6

0.8

1

1.2

0 1 2 3

No

rmal

ized

NO

x fl

ow

rat

e


FE 6CF

TM 6CF

3 CF

NFRB-3cyl

FRB-2cyl

IRB-3cyl

46

2 CF



Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

47

Potential to

eliminate elevated

exht. man.

pressure


Stock operation for fuel efficiency and thermal management

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


TM 6CF

FE 6CF


48

Internal EGR for fuel-efficient stay-hot while using zero external EGR

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


3CF

2CF TM 6CF

FE 6CF


49

Internal EGR for fuel-efficient stay-hot while using zero external EGR

140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (°

C)


3CF

2CF TM 6CF

FE 6CF

ReinductionNVO


NVO

Crank Angle Degree→

Val

ve L

ift→

Val

ve L

ift→

Crank Angle Degree→

Valve profiles for iEGR via reinduction

Valve profiles for iEGR via negative valve overlap (NVO)

35% fuel savings

35% fuel savings

TM 6CF FE 6CF 3CF 2CF ReI NVO


50


140

160

180

200

220

240

260

0.8 1 1.2 1.4 1.6

Turb

ine

Ou

tlet

Tem

per

atu

re (d

eg C

)


3 CF

FRB-2cyl

FRB-1cylIRB-3cyl

NFRB-3cyl

TM 6CF

FE 6CF

Internal EGR strategies for stay-hot – Zero HP external EGR

2 CF

ReinductionNVO

VVA can be used for fuel efficient stay-hot while maintaining all emissions within constraintswithout requiring any external HP EGR

800 rpm, 1.3 bar (curb idle)No HP EGR

0

0.2

0.4

0.6

0.8

1

1.2

0 1 2 3

No

rma

lize

d N

Ox

flo

w r

ate


FE 6CF

TM 6CF

3 CF

Reinduction

2 CF

NVO

NFRB-3cyl

FRB-2cyl

IRB-3cyl

51



Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


- CDA during transient operation

Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

52

Potential to

eliminate elevated

exht. man.

pressure


HDFTP Profile

Unloaded idle initial condition

Curb idle initial condition

Motoring initial condition

BM

EP (B

ar)

53

CDA during transient operation

CDA during transient operationB

MEP

(B

ar)

CDA at unloaded idle 800 RPM, 0 bar BMEP

CDA at curb idle 800 RPM, 1.3 bar BMEP

CDA during motoringNo fueling (0% throttle)

6 cyl mode throughout CDA (4 CF) → 6 cyl mode CDA (3 CF) → 6 cyl mode CDA (2 CF) → 6 cyl mode

Identical to baseline engine

operation


operation

Slightly worse than baseline

engine operation

54

CDA during transient operationB

MEP

(B

ar)

CDA at unloaded idle 800 RPM, 0 bar BMEP

CDA at curb idle 800 RPM, 1.3 bar BMEP

CDA during motoringNo fueling (0% throttle)

Slightly worse than baseline

engine operation

6 cyl mode throughout CDA (4 CF) → 6 cyl mode CDA (3 CF) → 6 cyl mode CDA (2 CF) → 6 cyl mode

Beg

inn

ing

of

acce

lera

tio

n


operation


operationBeg

inn

ing

of

acce

lera

tio

n

55



Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


- CDA during transient operation - Charge trapping study- Oil accumulation study - Vibration with CDA

Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

56

Potential to

eliminate elevated

exht. man.

pressure




Lower exhman press

Moreoptimal

heat release


heat loss


airflow

Lower exhflow i.e.

lower airflow


rate

No HP EGR at

idle

HigherTOT via lower

heat loss

Less int-to-exh

gas exchange


Higher fuel flow

vialower OCE


Higher fuel flow

vialower CCESummary

57

Potential to

eliminate elevated

exht. man.

pressure


1. Miller cycling2. Dynamic charging. .3. Cylinder deactivation (CDA)4. Dynamic cylinder activation (DCA)5. Non-fired cyl. ventilation (NFCV)6. Cylinder cutout7. Reverse breathing 8. Intake rebreathing. . . . . . . . . . . . . 9. IVC modulation10. Internal EGR11. Early exhaust valve opening (EEVO)12. Late exhaust valve opening (LEVO)13. 2-stroke breathing + VVA. 14. High speed idle + VVA . . . . . . . . . 15. . . . . -100.0

0.0

100.0

200.0

300.0

400.0

500.0

600.0

700.0

800.0

900.0

500 1000 1500 2000 2500Engine Speed (RPM)

Load

(lb

-ft)

Zone 1 Zone 2

Zone 4

Zone 3

Zone 6

NT

E R

egio

n

• Miller cycling• Dynamic charging• IVC modulation


• CDA• NFCV• DCA• Dynamic charging• IVC modulation

• CDA• NFCV• DCA

• LEVO• Miller cycling

Zone 5

Summary

Stay-Hot

Get-Hot

58


1. Miller cycling2. Dynamic charging. .3. Cylinder deactivation (CDA)4. Dynamic cylinder activation (DCA)5. Non-fired cyl. ventilation (NFCV)6. Cylinder cutout7. Reverse breathing 8. Intake rebreathing. . . . . . . . . . . . . 9. IVC modulation10. Internal EGR11. Early exhaust valve opening (EEVO)12. Late exhaust valve opening (LEVO)13. 2-stroke breathing + VVA. 14. High speed idle + VVA . . . . . . . . . 15. . . . . -100.0

0.0

100.0

200.0

300.0

400.0

500.0

600.0

700.0

800.0

900.0

500 1000 1500 2000 2500Engine Speed (RPM)

Load

(lb

-ft)

Zone 1 Zone 2

Zone 4

Zone 3

Zone 6

NT

E R

egio

n



• CDA• NFCV• DCA• Dynamic charging• IVC modulation

• CDA• NFCV• DCA

• LEVO• Miller cycling

Zone 5

Summary

Stay-Hot

Get-Hot

59


Brad Pietrzak

Ford

Lucius Wang

Faurecia

Leighton Roberts Eaton

Dr. ChuanDing

Mathworks

MayuraHalbe

Cummins

Sylvia LuMBA

Student

Soumya Nayyar

Cummins

Matt Van VoorhisRousch

Troy OdstrcilBoeing

Dr. Aswin RameshCummins

Dr. Dheeraj Gosala

Cummins

Dr. MrunalJoshi

Cummins

Dr. Alex TaylorBTMS

Dr. Kalen Vos

Sandia NL

Prof. Cody Allen

U. of Illinois

ShvetaDhamankar

John FosterDTNA

David Meyer

Technical Support

Ryan ThayerDr. Eric Holloway

Project Management

Greg Shaver

PI

Graduate Students

Purdue Team

60


Q & A


Engage the Experts: free webinars on commercial vehicle engine strategies

September 9 The truth about diesel CDA and NVHTom Reinhart, Southwest Research Institute (SwRI)

September 30 Achieving 2027 emissions regulationsChris Sharp, Southwest Research Institute (SwRI)

October 14 The advantages of CDA over real-world drive cyclesDr. Mrunal Joshi, Cummins

October 21 Understanding diesel cylinder deactivationDr. Greg Shaver, Purdue University

October 28 CDA versus cylinder cutout: a technology overview Dr. Cody Allen, University of Illinois

https://content.eaton.com/en-us_Diesel_CDA_NVH_Webinar

https://content.eaton.com/en-us_future_of_emission

https://content.eaton.com/en-us_cda-advantages

https://event.webcasts.com/starthere.jsp?ei=1356446&tp_key=21122c2c8c

https://event.webcasts.com/starthere.jsp?ei=1356447&tp_key=658614ef61


Documents

Engage the Experts