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Advantages of CDA in Real-

World Drive Cycles

October 14, 2020

Engage the Experts


Tony TrueloveGlobal Marketing Communications Manager, Eaton

• Welcome!

• Third 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


Diesel Engine Cylinder

Deactivation For Improved System

Performance Over Transient Real-

World Drive Cycles

Lead author : Mrunal Joshi

Co-Authors : Dheeraj Gosala, Cody Allen, Sirish Srinivasan, Gregory Shaver, Aswin Ramesh, Matthew Van Voorhis, Kalen Vos, Alex Taylor, James McCarthy, Jr., Edward Koeberlein, Lisa Farrell


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.


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. John JohnsonProfessor Emeritus, Michigan Technological University

• Dr. Johnson is a Presidential Professor Emeritus with the Department of Mechanical Engineering-Engineering Mechanics at Michigan Technological University (MTU)

• He is a fellow of SAE International and the American Society of Mechanical Engineers

• He is an expert in the field of diesel engines and his experience spans a wide range of analysis and experimental work related to advanced engine concepts, emissions studies, fuel systems, engine simulation and exhaust aftertreatment


SAE John Johnson Award Committee for Outstanding Diesel Engine Research

• Kirby Baumgard – John Deere (Chair)

• Cornelius Opris – FCA

• David Merrion – Retired DDC

• John Wall – Retired Cummins

• Nicholas Cernansky – Drexel University

• Ron Graves – Retired Oakridge National Laboratory

• Dean Tomazic – FEV



• Typically the Committee reviews 100 to 150 papers each

year (August 31, 2017 to September 1, 2018) from

Technical Meetings and the F&L and Engine Journals

• Two members reduce the number of papers to 8 for the

whole committee to read and select one paper for the

paper award



• Each year, SAE gives an award for the best diesel paper

• The presentation you’re about to hear is based on the

winning paper for 2018

• There is also an Individual Award Medal given each year

to a person for “Contributions and Leadership in Diesel

Engine Research”

• Aleksey Yezerets of Cummins received the Award in 2019


Dr. Mrunal JoshiSystems Engineer, Cummins

• Currently works as controls engineer for electric powertrains at Cummins.

• She holds a doctorate in Mechanical engineering from Purdue University. Her research work at Purdue focused on improving fuel efficiency and reducing emissions using valvetrain flexibility in a diesel engine. As a result of this work, she has authored three journal papers, and one conference paper; and has co-authored several more journal papers.

• Her career interests include xEV powertrain modeling and controls for improved performance.

“The Advantages of CDA Over Real-World Drive Cycles”

Dr. Mrunal Joshi

Farrell

Based on SAE Technical Paper 2018-01-0880, “Diesel Engine Cylinder Deactivation for Improved System Performance over Transient Real-World Drive Cycles”

Chosen as Best SAE Diesel Paper in 2018

Authored by: Mrunal Joshi, Dheeraj Gosala, Cody Allen, Sirish Srinivasan, Greg Shaver, Aswin Ramesh, Matt Van Voorhis, Kalen Vos, Alex Taylor, James McCarthy, Jr., Ed Koeberlein & Lisa Farrell

Oct. 14th, 2020

Farrell

Overview

1. Introduction and Experimental Setup

2. Cylinder deactivation at Steady State Curb Idle

Fuel Savings at sufficient exhaust gas temperatures

3. Cylinder deactivation over Transient Drive Cycles

• Heavy Duty Federal Test Procedure (HD-FTP)

3.4% fuel savings experimentally observed at similar tailpipe-out NOx

• Orange County Bus Cycle

5.6% fuel savings predicted

• NREL Port Drayage Cycle

4% – 35% fuel savings predicted13

Experimental Setup

– In-line 6 cylinder camless

diesel engine

– Electro-hydraulically actuated

Variable Valve Actuation

system (VVA)

- Cylinder deactivation

– 2010 compliant aftertreatment

hardware

VVA

Engine

DOC-DPF-SCR

14

The Heavy Duty Federal Test Procedure (HD-FTP)

15

EPA drive cycle for transient emission certification of medium-heavy duty on-road engines.

Loaded idle 800 RPM/1.3 bar

43% of drive cycle time and ~5% total fuel is spent at loaded idle.

Motivation – Thermal management at low loads

0

20

40

60

80

100

100 300 500

NO

x C

on

ve

rsio

n

Eff

icie

ncy(%

)

SCR Temperature(°C)

Low ɳ

High ɳ

T<250°C

Exhaust too cold

250°C

Engine-out

temperature(°C)

16

Meeting Emissions Over the HD-FTPSCR Outlet Temperature for Baseline

Meeting Emissions Over the HD-FTPSCR Outlet Temperature for Engine Thermal Mgmt

HD-FTP Fuel Consumption vs tailpipe out NOx

0.5

0.6

0.7

0.8

0.9

1

0 1 2 3 4 5 6

Baseline

State-of-the-art Thermal

management

Normalized

Cumulative

Predicted

Tailpipe NOx Normalized

Cumulative

Predicted

Tailpipe

NOx

35% lower NOx

5% higher FC

%Change in FC 20

0.5

0.6

0.7

0.8

0.9

1

0 1 2 3 4 5 6

Normalized

Cumulative

Predicted

Tailpipe NOx Normalized

Cumulative

Predicted

Tailpipe

NOx

35% lower NOx

5% higher FC

%Change in FC 21

?

HD-FTP Fuel Consumption vs tailpipe out NOxBaseline


management

Steady State Results (800 RPM, 1.3 bar BMEP)Half Engine CDA

6 cylinder operation

3cyl CDA operation

3 cylinder CDA

State-of-the-art

Thermal management

Baseline

Reduced air flow → Smaller pumping loop → Lower fuel consumption22

6 cylinder operation

3cyl CDA operation

3cyl CDA stay

warm

6cyl ATS warm up

6cyl best engine efficiency

130

180

230

280

0.8 1.3Turb

ine O

utlet

Tem

p(°

C)

Normalized FC

0

0.5

1

1.5

0 2 4

Norm

aliz

ed

engin

e o

ut

NO

x

Normalized engine out soot

3cyl CDA stay-warm results in reduction in engine out NOx and soot.

41% lower FC

23

Steady State Results (800 RPM, 1.3 bar BMEP)Half Engine CDA

3cyl CDA

State-of-the-art

Thermal management

Baseline

3cyl CDA

State-of-the-art

Thermal management

Baseline

3cyl CDA reaches higher temperature

than Baseline with 4% less fuel.

200

250

300

350

0 5 10 15 20 25 30

SC

R O

utl

et

Tem

pera

ture

(°C

)

Time (minutes) 24

3-cylinder CDA maintains higher temperatures longer with 41% lower fuel

consumption than State-of-the-art Thermal Management

𝑹𝒂𝒕𝒆 𝒐𝒇 𝑯𝒆𝒂𝒕 𝒕𝒓𝒂𝒏𝒔𝒇𝒆𝒓 𝒕𝒐 𝒄𝒂𝒕𝒂𝒍𝒚𝒔𝒕 ∝ ሺ𝑻𝑶𝑻.−𝑻𝒄𝒂𝒕𝒂𝒍𝒚𝒔𝒕) ∗ ሶ𝒎𝒆𝒙𝒉

𝟒𝟓

3cyl CDA


Management

Concept of Stay-Warm Operation:Experimental SCR cool-down

Fuel Efficient Stay-Warm Strategy (Loaded Idle)3cyl CDA

operation

Lower air flow

Reduced pumping

losses

Sufficient exhaust

temperatures

Lower fuel consumption

Fuel efficient way to maintain elevated ATS

temperatures 25

3cyl CDA at Stay-Warm Loaded Idle sections of HD-FTP

HD-FTP (no CDA)

HD-FTP With CDA

HD-FTP: Fuel Savings with CDA

0.5

0.6

0.7

0.8

0.9

1

0 1 2 3 4 5 6

Baseline


Management Engine

Operation

Normalized

Cumulative

Predicted

Tailpipe NOx

35% lower NOx

5% higher FC

%Change in FC 29

3.0% lower FC

3cyl CDA at idle

3cyl CDA at Stay-Warm (<3 bar BMEP) for HD-FTP

HD-FTP Fuel Consumption vs tailpipe out NOx

0.5

0.6

0.7

0.8

0.9

1

0 1 2 3 4 5 6

Normalized

Cumulative

Predicted

Tailpipe NOx

35% lower NOx

5% higher FC

%Change in FC 31

3.0% lower FC

3cyl CDA at idle

3cyl

CDA <

3bar 3.4% lower FC

Baseline


Management Engine

Operation

Orange County Transit Bus Cycle

32

Low speed/low load Cycle developed by WVU

representative of transit bus operation.

Orange County Bus Cycle

3 bar

33

70% of time is spent below 3 bar BMEP over the entire cycle

(Engine would run in State-of-the-art Thermal Management throughout)


3cyl CDA for loads < 3 bar

34

3 bar

Implemented 3-cylinder CDA up to 3 bar BMEP to save fuel and maintain temperatures


3 bar

35

3cyl CDA for loads < 3 bar

At least, 5.6% Predicted fuel savings with 3cyl CDA initial warm-up

Routes for rest of the day: 8.7% fuel savings

Implemented 3-cylinder CDA up to 3 bar BMEP to save fuel and maintain temperatures

NREL Port Drayage Composite CycleIdentified Most Frequent Trip Routes

• Highlighted regions

74% of total mileage

75% of total fuel consumed

83% of total operating time

37

- Speed profile developed by NREL

- Obtained engine speed/load using Autonomie

NREL Port Drayage Composite CycleMost Frequent Trip Routes

38

3 bar

NREL Port Drayage Composite CycleMost Frequent Trip Routes

39

NREL Port Drayage Composite CyclePredicted fuel savings with 3cyl CDA

3-cylinder CDA below 3 barCreep Mode : 35% FC savings

3 bar

Shaded portion corresponds to loads below 3 bar

BMEP

40


3-cylinder CDA below 3 barPort/near Dock Mode: 21% FC savings

3 bar

41


3-cylinder CDA below 3 barLocal Mode : 10% FC savings

3 bar

42


3-cylinder CDA below 3 barHighway Mode: 4% FC savings

3 bar

NREL Port Drayage Cycle

4% fuel savings

10% fuel savings

21% fuel savings

35% fuel

savings

Conclusions Using CDA

Steady State Loaded Idle with CDA (experimental)

HD-FTP (experimental results)

3 cyl CDA only at idle 3.0% fuel savings

3 cyl CDA below 3 bar BMEP 3.4% fuel savings

Orange County Bus Cycle (predicted)

(CDA below 3 bar BMEP)

After 700 seconds through cold

start (first trip of the day)

5.6% fuel savings

Entire cycle (presumably, rest of

trips in the day)

8.7% fuel savings

Port Drayage operation (predicted)

(CDA below 3 bar BMEP)

Creep Mode 35% fuel savings

Port/Near Dock Mode 21% fuel savings

Local mode 10% fuel savings

Highway mode 4% fuel savings

41% fuel savings w.r.t state of the art thermal management operation

>50% lower engine out NOx,>80% lower engine out soot

220°C exhaust temperature, reduced air flow for slower SCR cool-down

44

Additional comments

45

• Greater benefits possible using CDA with a close-coupled SCR system

• Benefits due to lower NOx and soot

• Examples: DPF regen frequency and DEF consumption

Acknowledgements• Research collaborators from Cummins and Eaton

• Dr. Eric Holloway, Project Manager

• Shop staff at Herrick Labs

46


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

engage the experts...sae john johnson award committee for outstanding diesel engine research •...

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