benchmarking a 2018 toyota camry 2.5-liter atkinson cycle ... · wcx a.pril9-11 2019 detroit topics...

National Center for Advanced Technology

SAE 2019-01-0249

National Center for Advanced Technology Office of Transportation and Air Quality

Office of Air and Radiation U.S. Environmental Protection Agency

Benchmarking a 2018 Toyota Camry 2.5-liter Atkinson Cycle Engine with Cooled-EGR

John J. Kargul, Mark Stuhldreher, Daniel Barba, Charles Schenk,

Stanislav Bohac, Joseph McDonald, Paul DeKraker, Josh Alden (SwRI)

SAE 2019-01-0249 Office of Transportation and Air Quality

Office of Air and Radiation U.S. Environmental Protection Agency

NVFEL is proud to be an ISO

–

WCX A.PRIL9-11 2019 DETROIT EPA's Advanced Technology Testing and Demonstration

VFE is proud to be an I 0 certified and ISO accredited lab

EPA’s Advanced Technology Testing and Demonstration

NVFEL is a state of the art test facility that provides a wide array of dynamometer and

analytical testing and engineering services for EPA’s motor vehicle, heavy-duty engine, and

nonroad engine programs:

• Certify that vehicles and engines meet federal emissions and fuel economy standards

• Test in-use vehicles and engines to assure continued compliance and process enforcement

• Analyze fuels, fuel additives, and exhaust compounds

certified and ISO accredited lab

ISO 14001:2004 and ISO 17025:2005

EPA’s National Vehicle and Fuel Emissions Laboratory Part of EPA’s Office of Transportation and Air Quality in Ann Arbor, MI

• Develop future emission and fuel economy regulations

• Develop laboratory test procedures

• Research future advanced engine and drivetrain technologies (involving 20+ engineers – modeling, advanced technology testing and demonstrations)

2

National Center for Advanced

Technology (NCAT)

2019-01-0249

WCX A.PRIL9-11 2019 DETROIT Topics

1. Overview of EPA's Engine Bene mar ·ng Method

2. Key Points of Interest for the Toyota A25A-FKS

3. EPA's Technical Analyses for Future Engines

1. Overview of EPA’s Engine Benchmarking Method


Topics

3. EPA’s Technical Analyses for Future Engines

o A25A-FKS - PFI and GDI Fuel Injector Systems

o Percent Volume of EGR

o Effective Expansion and Compression Ratios, Atkinson Ratios

o Efficiency (BTE)

o Comparison of Toyota’s 2018 Production & 2016 TNGA Development Engines

o Efforts to Validate EPA Concept Modeling

o Toyota’s 2018 Production Engine versus EPA’s 2016 Future Concept Engine o Effects of Adding Partial and Full Cylinder Deactivation to 2018 Toyota A25A-FKS

Engine

3

2019-01-0249

WCX A.PRIL9-11 2019 DETROIT

EPA's Benchmarking Method EPA’s Benchmarking Method

Engine Setup Engine Tethering

• The engine and its ECU were installed in an engine dynamometer test cell while the engine’s wiring harness was tethered to the complete vehicle parked outside the test cell.

• A second engine is used in the test cell to keep vehicle intact for reference.

• Wiring connections/disconnects are made using vehicle connectors at ECU and other major harness junctions.

• Control engine load with pedal command.

• Some signals have to be simulated such as transmission OSS, ABS wheel speed, etc.

• Verifying proper operation

o No check engine light

o Makes rated load and power

o Correct air fuel ratio

o Verify combustion phasing with in cylinder pressure sensor

4

Data

Acquisition

System

Test Cell Engine

Ground

#1 AWGGround Only

CAN Bus

Key Signals

Chassis Signals

Battery Charger

Local Power Supply

ECU

2019-01-0249


Transmission Input Inline Torque Sensor

Assembly

Engine Connected to Dyno via a Transmission

Transmission Output

Inline Torque Sensor

Engine Connected to Dyno via a Transmission

Setup with transmission

To gather data for this benchmarking program, the engine was connected

to the dynamometer via a GM 6L80 6-speed rear drive automatic

transmission and torque converter, and drive shaft.

There are several reasons an automatic transmission was used.

1. Minimize torsional vibrations. The transmission and torque converter

have built in torsional damping. This allows low speed and high torque

testing that could not be done with just a driveshaft connection.

2. The transmission is easily adapted to any engine.

3. The transmission gears selection and torque converter clutch are

manually controlled. The gear ratios in overdrive allow a higher torque

engine to be tested.

4. The transmission can be placed in neutral to allow idling and unloaded

operation.

5. The transmission enables starting the engine with a production starter,

which is important when doing cold start testing.

US ENVIRONMENTAL PROTECTION 5 AGENCY

2019-01-0249

WCX A-PRIL9-11 2019 DETROIT

Test Data Collection and Analysis

1) Low-Mid loading

2) High loading

3) Idle-Low loading

Test Phases: D D D 250

12

a. 8 150 \ w

:a m

-E 4

z - 2 (ll ::,

e- 0 0 ~

-2 -50

. ... . . -•-----

140kW

120kW

100kW

BO kW

60kW

----------- 40kW

20kW

__ _ ___ - -- - -10kW

•----;--_~'°=-- ■----; -20 kW

1 000 2000 3000 4000 5000 6000

Speed (RPM)


Engine Test Phases

1) Low-Mid loading

2) High loading

3) Idle-Low loading

Tested in steady-state operation at low to mid torque loads where the air-to-fuel ratio remains stoichiometric at speeds from 1000 to 5000 rpm.

Tested in transient operation at high torque loads where the air-to-fuel ratio will transition to enriched to protect the engine at speeds of 1000 to 5000 rpm.

Tested in steady-state operation at low torque loads where the air-to-fuel ratio remains stoichiometric at speeds from idle to approximately 3000 rpm.

++

Test Phases: 1. Low-Mid Load 2. High Load 3. Idle-Low Load

6

US ENVIRONMENTAL PROTECTION

AGENCY

Test Phase Engine Operation Data Collection Data Processing

1 Low-Mid

loading Approx. 30 sec.

(stoichiometric)

Steady-state

(wo/CVT)

Steady-state avg.

(using iTest)

2 High

loading Stab test

(stoich.→enriched)

Transient

(wo/CVT)

Transient Intervals

(using MATLAB)

3 Idle-Low

loading Approx. 30 sec.

(stoichiometric)

Steady-state

(with CVT)

Stead-state avg.

(using iTest)

2019-01-0249


1. Overview of EPA's Benchmarking ethod



1. Overview of EPA’s Benchmarking Method


Topics





o Efficiency (BTE)



o Toyota’s 2018 Production Engine versus EPA’s 2016 Future Concept Engine o Effects of Adding Partial and Full Cylinder Deactivation to 2018 Toyota A25A-FKS

Engine

7

2019-01-0249



PFI injector calibration data 30

30

20

15

10

Sl ope: 0.1424 rr,g/n s•✓ kPa

Offset : -2.0476 mg

fit Uncertainty: 0.1280 rtg

R2: 0.9924

O PFI Only-Single Injection O GDl&PFI-Singlelnjection

o~~-~-~-~-~~-~-~-~

o w • w w ~ m ~ ~ w Injection Specifier ( ms- ✓kPa)

GDI injector calibration data

Sl ope :

Offset:

fit Uncertainty,

Rl:

O GDI ()rjy-Singlelnjeciion

+ GDI Only-Mullipl1 lnjactions 0 GDl&PFI-Slnglelnjectlon

4 6 8

Injection Specifier( ms-JMPa)

12

i10 cc ll.. 8 w ::a cc

6

E 4 z Q) 2 ::,

e-~ o

-2

250

200

150

100

50

o

-50

Percent portion of fuel supplied by PFI on Tier 2 Fuel

)I( )1()1( )I( )I( )I( _.)(- --x )I( )! ____ IC )I(

1000 2000 3000 4000 5000 6000

Speed (RPM)

140 kW

120 kW

100 kW

80 kW

60 kW

- 20 kW - 10 kW

-10kW -20kW


A25A-FKS - PFI and GDI Fuel Injector Systems

• Toyota refers to the system as “D-4S” and states that it uses both direct injection (DI) and port fuel injection (PFI) methods together, and interchangeably, to optimize engine performance and emissions.

• Both PFI and GDI fuel injectors systems are used at low loads, while only GDI is used at high load.

• For this test program, both the PFI and GDI fuel injectors were calibrated to determine the relationship between injection pulse width, injection pressure and fuel flow.

PFI injector calibration data

GDI injector calibration data

Percent portion of fuel supplied by PFI on Tier 2 Fuel


AGENCY 8 2019-01-0249



0 UI I )

versus fabricated and instrume ted EGR manifold (top).


cEGR Measurement Hardware

9


AGENCY

Original equipment EGR manifold (bottom) versus fabricated and instrumented EGR manifold (top).

Fabricated EGR manifold, instrumented with flow meter mounted on engine.

2019-01-0249

WCX A.PRIL9-11 2019

Test Data Collection and Analysis DETROIT Targeted Percent Opening of EGR Valve & Percent Volume of EGR

2018 Toyota 2.5-liter A25A-FKS Engine on Tier 2 Fuel

250 12

L

~ 10 200 140 kW

Q_ 8 120 kW w 150

~ 100 kW m 6

100 80 kW

4 60 kW E z 50 40 kW

2 <D 20 kW ::J

10 kW er L 0 0 ~ -10 kW

-20 kW -2

-50 1000 2000 3000 4000 5000 6000

Speedl (RPM) Figure 17. ECM's targeted percent opening of the EGR valve in the A25AFKS engine, on Tier 2 fuel, (initial interval).

250 Measured EGR %Volume

12

L

&l 10 200 135 kW

0. w 120kW ;::;: 8 rn 150 105kW

~ 6 90kW

E 100 75 kW z

(I) 4 60kW ::J 0- 45 kW L

~ 50 2 30kW

15 kW 7_5 kW

0 0 1000 2000 3000 4000 5000 6000

Speed (RPM)

Figure 18. Percent volume ofEGR as reported by EPA test cell measurements of the A25A-FKS engine using the fabricated cEGR manifold shown in Figure 8, on Tier 2 fuel.


Targeted Percent Opening of EGR Valve & Percent Volume of EGR

2018 Toyota 2.5-liter A25A-FKS Engine on Tier 2 Fuel

ECM Targeted EGR %Opening Measured EGR %Volume

Measured peak value of 24.1% compares well with the 25% maximum EGR described by Toyota in SAE 2017-01-1021 10

2019-01-0249


250 12

~ 10 200

0. w 8

150 ::;; a:,

100

E 4

z 50

a, ::,

e-~ 0 0

-2 -50

1000

est Data Collection and Analysis Effective Expansion and Compression Ratios Atkinson Ratios

140kW

120kW

100kW

kW

60kW

40kW

- 20kW - 10kW

-10kW -20kW

2000 3000 4000 5000 6000

Speed (RPM}

250 12

i10 200 ID

(l_ 8 150 w

:::;; ID

100

E 4 z

50 !!l 2

e-,9

-2 -50

1000 2000

250 12

i 10 200 ID

(l_ 8 w :::;; ID

100

E 4 z

50 !!l 2

e-,9

-2 --------50

1000 2000

140 kW

120 kW

100 kW

----. ---------

kW

60kW

------------- 40 kW

-----:----•-- --.- - ----- - 20 kW 10kW

____ --- - -10kW - -20 kW

3000 4000 5000 6000

Speed (RPM}

3000 4000

Speed (RPM) 5000

140kW

120kW

100kW

kW

60kW

------------ 40kW

- 20kW --- - 10kW

- -10kW -20kW

6000


Effective Expansion and Compression Ratios, Atkinson Ratios

11


AGENCY

Figure 20. Effective

Compression Ratio in

the A25A-FKS engine,

on Tier 2 fuel, 1 mm

reference lift, (initial

interval).

Figure 19. Effective

Expansion Ratio in the

A25A-FKS engine, on

Tier 2 fuel, 1 mm

reference lift, (initial

interval).

2019-01-0249

Figure 22. Atkinson Ratio

of the A25A-FKS engine

(defined as the effective

expansion stroke divided by

the effective compression

stroke), on Tier 2 fuel, 1

mm reference lift, (initial

interval)

.


est Data Collection and Analysis Atkinson Ratios

Atkinson Ratio of Toyota 2.SL 13:1 CR Atkinson Ratio of Mazda 2.0L 13:1 CR

250 12

i10 200 [!J

0.. 8 w 150 ::i: [!J

6

100

E 4 z

50 Q) 2 ::,

e-~ 0 0

-2

1000 2000 3000 4000 5000

Speed (RPM)

~ ~- 180kW

✓ ~ ·· 160kW

140 kW

120 kW

100 kW

BO kW

60kW

· 40kW

------ - 20 kW ---- - 10kW

6000

200 12

~ 10 aJ 150

E 4 z

-2

50

~ ~ 135kW

~ ~ 120kW

105kW

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

Speed (RPM)

90kW

75kW

60kW

45kW

-7.5kW -15kW


Atkinson Ratios

Figure 22. Atkinson Ratio Figure 23. Atkinson Ratio

Atkinson Ratio of Toyota 2.5L 13:1 CR Atkinson Ratio of Mazda 2.0L 13:1 CR

of the A25A-FKS engine (defined as the effective of the base OE Mazda 2.0L 13:1 geometric CR

expansion stroke divided by the effective compression SKYACTIV-G engine (defined as the effective expansion

stroke), on Tier 2 fuel, 1 mm reference lift, (initial stroke divided by the effective compression stroke), on Tier 2

interval) fuel, 1 mm reference lift.


12 AGENCY

2019-01-0249

39.8%


2018 Toyota 2. 250

12 \ \ \ \

10 200

~

ffi Cll

0.. 8 w 150 ~ Cll

~ 6 E z Q) ::,

e- 4 ~

2

1000 2000

EPA's Comp ete BTE Ma

Brake Thermal Efficiency ( % )

3000 4000 5000

Speed (RPM)

with cEGR

~ 165kW

150kW

135kW

120kW

105kW

90 kW

75 kW

60 kW

45 kW

6000

on Tier 2 Fuel

Note: See SAE 2018-01-1412

EPA’s Complete BTE Map on Tier 2 Fuel

Note: See SAE 2018-01-1412 for information about how we construct ALPHA input maps suitable for Full

2018 Toyota 2.5-liter A25A-FKS engine with cEGR

Vehicle Simulation Modeling.

The complete EPA engine maps for this engine can also be found along with other EPA engine maps data at:

https://www.epa.gov/vehicle-and-fuel-emissions-testing/combining-data-complete-engine-alpha-maps

EPA benchmarking data for this engine can also be found along with EPA benchmarking data for other engines at:

https://www.epa.gov/vehicle-and-fuel-emissions-testing/benchmarking-advanced-low-emission-light-duty-

13 vehicle-technology Engine BTE map used as inputs for ALPHA model. 2019-01-0249

https://www.epa.gov/vehicle-and-fuel-emissions-testing/combining-data-complete-engine-alpha-maps

https://www.epa.gov/vehicle-and-fuel-emissions-testing/benchmarking-advanced-low-emission-light-duty-vehicle-technology

40%39.8%


250

12

10 200

.; ID

a. 8 w 150 :a: ID

~ 6 E z

100

" ::,

e- 4 ~

2

0 0 1000 2000

Comparison of EPA Benchmarking Map & Toyota Published Map Image

3000 4000 5000

Speed (RPM)

~ 165kW

150 kW

135 kW

120 kW

105 kW

6000

12

ro 10 Cl

c.. UJ ~ 8 Cl

~ 6 E z Q) 4 ::::,

e-~

2

0

BTE

250

200

150

100

0 1000 2000 3000 4000

Speed (RPM)

es*

180 kW

165 kW

······ ....... 30 kW

-------- 15 kW

- - - - 11 ------<7.5 kW

5000 6000

Comparison of EPA Benchmarking Map &

Toyota Published Map Image

BTE Map from Toyota Published Map Images* BTE Map from EPA Benchmarking

The dotted box reflects the extent of

Toyota’s published image.

Figure 29. Complete BTE map generated from EPA Figure 30. Complete BTE map generated from Toyota’s publicly benchmarking test data of Toyota 2.5L A25A-FKS engine, released map images of its 2016 2.5L developmental engine,

on Tier 2 fuel. Peak efficiency is 39.8 percent. on Tier 2 fuel. Peak efficiency is 40 percent.

US ENVIRONMENTAL PROTECTION *Map was derived from Toyota’s data in this paper: Murase, E., Shimizu, R. “innovative Gasoline Combustion Concepts for AGENCY Toyota New Global Architecture.” 25th Aachen Colloquium – Automobile and Engine Technology, 2016.

14 2019-01-0249

WCX A.PRIL9-11 2019 DETROIT Efficiency {BTE) Difference Map

12

10 200

o o ~ ~ ~ ===;;-0.2Lc= = '.____i__~ ----=::::::= ==u~ D 1000 mlllOCJ 20QOOOO 3000 4000 4000 5000 5000 6006000

Speed ( R$JMejj ( RPM )

Efficiency (BTE) Difference Map

Figure 31.

BTE map from EPA benchmarking of the

production 2018 Toyota A25A-FKS engine

(Figure 29)

minus

BTE Map generated from Toyota published

map images of its 2016 Developmental

Engine (Figure 30)

The heatmap for the approximate

extent of EPA’s benchmarking map of

the A25A-FKS engine’s operation in

a 2018 vintage mid-sized vehicle over

the combined city/highway regulatory

cycles using Tier 2 fuel.

A

B

WOT line from the EPA benchmarking of the A25A-FKS engine.

WOT line from Toyota’s 2016 published map of its developmental engine

Approximate extent of engine operation in a 2018 vintage mid-sized vehicle

over the combined city/highway regulatory cycles

Dashed box reflects the extent of Toyota’s published image

C

D


15 AGENCY

2019-01-0249

16

WCX A.PRIL9-11 2019 DETROIT ALPHA CO2 Results from a Mid-sized CAR

Table 6. Comparison of CO2 results using EPA's benchmark-based map of the A25A-FKS engine versus results using EPA's map of Toyota's published image of its developmental version of this engine.

Sized Engine C.Omblned

Engine Displacement FE

(li t ers) (mol! I

2016 Performance N eutral Baseline Vehicl e

2013 Chevrolet 2.SL Ecotec LCV 2.44 14

2018 mid-si ze Exemplar Vehicl e

2016 Deve lopm ent al Toyota 2.SL

13:1 w /cEGR [2016A achen pap er)

2018 Toy ot a 2.SL A 25A-FKS

13:1 w/cEGR (EPA Benchmark )

2.24 14

2 .26 14

2025 mid-si ze Exemplar Vehicl e

2016 Deve lopm ent al Toyota 2.SL 1.99 14

13:1 w/cEGR [2016A achen paper ),

2018 Toy ota 2.SL A25A-FKS 2.00 14

13:1 w/cEGR (EPA Benchmark )

36.9

44.6

44.7

52.8

52.8

Combined

GHG

!!CO2/ mi

240.5

(---, 199.1 1 I I II I l 198.9 I ___ .,,

r i'6s~1 I I

11 I t 168.4 I ___ ,,

Combined

GHG % Dlff

%

0.0%

-0.1%

0.0%

0.1%

ALPHA CO2 Results from a Mid-sized CAR

Comparison:

✓ 2016 Toyota Developmental TNGA 2.5L 13:1 CR engine with cEGR (2016

Aachan paper)

✓ 2018 Toyota Production

A25A-FKS 2.5L 13:1 CR engine with cEGR

(EPA benchmark)

Note: Each of the engines have a slightly different displacement since when adapting an engine to a specific

vehicle’s technology package and roadload mix ALPHA resizes the engine displacement so that the vehicle’s acceleration performance remains within 2% of the baseline vehicle as

described in a previous SAE paper (2017-01-0899).

2019-01-0249


1. Overview of EPA's Benchmarking Method



1. Overview of EPA’s Benchmarking Method


Topics





o Efficiency (BTE)



o Comparison of Toyota’s 2018 Production Engine & EPA’s 2016 Future Concept Engine o Effects of Adding Partial and Full Cylinder Deactivation to 2018 Toyota A25A-FKS

Engine

17

2019-01-0249

wcx ~• EPA's Tee ical A a yses for F ture Engines

Publicly Available Data EPA Benchmarking EPA Concept Modeling

EPA’s Technical Analyses for Future Engines

2012 Target Engine (EPA LD GHG Rule)

Ricardo Future Turbo EGRB 24-bar

(EPA-420-R-11-020, 2011)

2016 EPA Draft TAR Midterm Evaluation

2014 Mazda SKYACTIV 2.0L 13:1 CR (docket # EPA-HQ-OAR-

2015-0827-0533)

EPA Future Atkinson 14:1 CR w/cEGR

(SAE 2016-01-0565)

2017 EPA Final Determination for

Midterm Evaluation

2016 Toyota Developmental TNGA 2.5L 13:1 CR w/cEGR

(2016 Aachen Colloquium)

2016 Toyota Developmental TNGA 2.5L 13:1 CR w/cEGR

(EPA-420-R-17-002, 2017)

2018/2019 EPA Ongoing Technology

Assessments

2017 Tula Concept vehicle w/deacFC

(2018 SAE oral-only*)

Add deacFC to ALPHA (2018 SAE oral-only*)

2018 Toyota A25A-FKS 2.5L 13:1 CR w/cEGR

(SAE 2019-01-0249)

EPA Future Atkinson Toyota A25A-FKS w/Cylinder

Deac. (SAE 2019-01-0249)

*Citation: Bohac, S., “Benchmarking and Characterization of Two Cylinder Deactivation Systems – Full Continuous and Partial Discrete,” SAE Oral-Only Presentation,

SAE World Congress, 2018, https://www.epa.gov/vehicle-and-fuel-emissions-testing/benchmarking-advanced-low-emission-light-duty-vehicle-technology 18 2019-01-0249



E or s to Validate EPA Conce t odel ng

EPA Concept Modeling (engine maps and vehicle

simulations) EPA Concept Validation Data

Ricardo Future Turbo EGRB 24-bar

• 2016 Honda 1.5L L15B7 - benchmarking (SAE 2018-01-0319)

• PSA EP6CDTx - Predictive GT-Power Simulation for VNT Matching on a 1.6 L Turbocharged GDI Engine (SAE 2018-01-0161 – SwRI/EPA)

• PSA EP6CDTx - Evaluation of Emerging Technologies on a 1.6 L Turbocharged GDI Engine (SAE 2018-01-1423 - SwRI/EPA)

• 2016 Honda 1.5L L15B7 - Active EPA program to demonstrate the effect of adding cooled-EGR on a turbocharged engine

EPA Future Atkinson 14:1 CR w/cEGR

• 2016 EPA Future Atkinson Concept – demonstrated effect of adding cEGR (SAE 2016-01-0565, SAE 2017-01-1016)

• 2018 Toyota 2.5L A25A-FKS - benchmarking (SAE 2019-01-0249)

EPA Future Atkinson Toyota A25A-FKS

w/Cylinder Deactivation

• 2019 Mazda 6 w/deacPD - Active EPA benchmarking

• 2019 GM Silverado w/deacFC - Active EPA benchmarking

Efforts to Validate EPA Concept Modeling

19 2019-01-0249

39.8%


BTE Map 0 201

250

12

10 200

.; ID

a. 8 w 150 :a: ID

~ 6 E z

100

" ::,

e- 4 ~

2

0 0 1000 2000

Comparison of Toyota's 2018 Production Engine & EPA's 2016 Future Conce t Engine*

15 10

3000 4000

Speed (RPM)

15 fU--

5000

~ 165kW

150 kW

135 kW

120 kW

105 kW

- 15kW

7.5kW

6000

BTE Map of EPA's Future Atkinson Concept w/cEGR

200 12 ·.

,...._ 180 .. L.

~ 10 160

CL UJ 140 ~ 8 Ol 120

6 100

E 80 z Q) 4 60 :::J C" L.

~ 40 2

20

90 kW

80 kW

70 kW

60 kW

50 kW :____.---_:;:.;;a....,C:::::-:-...... 40kW

~ ~----30kW

0 0 '-_.__.__..__..__..__..__...__...__...__..._

500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500

Speed (RPM)

Comparison of Toyota’s 2018 Production Engine &

EPA’s 2016 Future Concept Engine*


AGENCY

Figure 29. Complete BTE map generated from EPA

benchmarking test data of Toyota 2.5L A25A-FKS engine,

Tier 2 fuel. Peak efficiency is 39.8 percent.

BTE Map of EPA’s Future Atkinson Concept w/cEGR BTE Map of Toyota’s Production A25A-FKS

Figure 32. EPA concept of a Future Atkinson 2.0L engine

14:1 geometric CR with cEGR on Tier 2 Fuel [15].

*Lee, S., Schenk, C., and McDonald, J., "Air Flow Optimization and Calibration in High-

Compression-Ratio Naturally Aspirated SI Engines with Cooled-EGR," SAE Technical

Paper 2016-01-0565, 2016, doi:10.4271/2016-01-0565.

20 2019-01-0249

WCX A.PRIL9-11 2019 DETROIT Efficiency Difference Pio (on Tier 2 uel)

250

150kW

10 200

~

oi 125kW

[D ~

a. 8 w 150 ~ 100kW [D

75 kW

2000 3000 4000 5000

Speed (RPM)

Efficiency Difference Plot (on Tier 2 fuel)

Figure 33.

EPA BTE map from benchmarked Toyota A25A-FKS

(Figure 29)

minus

a scaled EPA BTE map of the modeled concept of a

future ATK w/cEGR (Figure 32)

The heatmap zone for the approximate extent of EPA’s benchmarking map of the A25A-FKS engine’s operation in a 2018 vintage mid-sized vehicle over the combined city/highway regulatory cycles.

21 2019-01-0249


Comparison of ALPHA CO2 Results

I I I

•.......• I : ■ ■ ■ ■ ■ ■ ~ ■ ■ : ■ ■ ■ ■ ■ ■

: ........ :

•.......• I : ■ ■ ■ ■ ■ ■ : ■ ■ ; ■ ■

: : : •• ■ ■ ■ ■ ■ .:

Comparison of

ALPHA CO2 Results

✓ 2016 EPA Future Atkinson engine

concept with cEGR

✓ 2018 Toyota Production engine A25A-FKS 2.5L 13:1 CR engine with cEGR

Note: Each of the engines have a slightly different displacement since when adapting an engine to a

specific vehicle’s technology package and roadload mix ALPHA resizes the engine displacement so that

the vehicle’s acceleration performance remains within 2% of the baseline vehicle as described in a

previous SAE paper (2017-01-0899).

Combined

FE

Combined

GHG

Combined GHG

% Diff

(mpg) 188.9 %

2016 Performance Neutral Baseline Vehicle

2013 Chevrolet 2.5L Ecotec LCV 2.44 I4 36.9 240.5

2018 mid-size Exemplar Vehicle

2014 Mazda

SKYACTIV 2.0L 13:1 2.30 I4 43.2 205.8 0.0%

Future Atkinson w/14:1 + cEGR

(EPA GT-Power model) 2.30 I4 44.9 198.0 -3.8%

2018 Toyota 2.5L A25A-FKS

13:1 w/cEGR (EPA Benchmark) 2.26 I4 44.7 198.9 -3.4%

2025 mid-size Exemplar Vehicle

2014 Mazda

SKYACTIV 2.0L 13:1 2.09 I4 50.4 176.2 0.0%

Future Atkinson w/14:1 + cEGR

(EPA GT-Power model) 2.08 I4 52.1 170.6 -3.2%

2018 Toyota 2.5L A25A-FKS

13:1 w/cEGR (EPA Benchmark) 2.00 I4 52.8 168.4 -4.4%

EngineSized Engine

Displacement

(liters)

22 2019-01-0249

WCX A.PRIL9-11 2019 DETROIT Full Contin o s Cy inder Deacfvation

L --- --- --- --- --- --- ---

I --- --- ---

From EPA's 2018 Benchmarking of Tula's Full Continuous Cylinder Deactivation

--- --- ---

Data from Tula's Demonstration Vehicle

Full Continuous Cylinder Deactivation

• Full continuous cylinder deactivation (deacFC) enables any number of cylinders to be deactivated

• Partial discrete cylinder deactivation (deacPD) enables only certain cylinders to be deactivated.

• Both systems reduce pumping work and cylinder heat loss at low and medium engine loads but deacFC is more effective because of its greater flexibility.

red curve – an I4 engine without cEGR (an I4 engine that is the equivalent of the deacFC effectiveness of the L94 engine)

black curve – an I4 engine with cEGR (further adjusted for the mass flow and temperature of cEGR of the A25A-FKS engine)

2019-01-0249 23

green curve – the L94 V8 engine as measured by EPA red curve – an I4 engine without cEGR (an I4 engine that is the

equivalent of the deacFC effectiveness of the L94 engine)

black curve – an I4 engine with cEGR (further adjusted for the mass

flow and temperature of cEGR of the A25A-FKS engine)

Figure 38. EPA estimate of deacFC effectiveness (percent reduction of BSFC).

0

5

10

15

20

25

30

35

40

45

50

-1 0 1 2 3 4 5 6 7 8 9 10

Re

du

ctio

n in

Fu

el F

low

(%

)

BMEP (bar)

V8, no cEGR

I4, no cEGR

I4, cEGR used by A25A-FKS

Figure 38. EPA estimate of deacFC effectiveness (% reduction of BSFC)

green curve – the L94 V8 engine as measured by EPA

0

5

10

15

20

25

30

35

40

45

50

55

60

-1 0 1 2 3 4 5 6 7 8 9 10

Re

du

ctio

n in

BSF

C (%

)

BMEP (bar)

chassis dyno, ~2000 rpm

curve fit from 0-6 bar

y = 0.03687x4 - 0.8740x3 + 7.613x2 - 30.03x + 49.02



Data from Tula’s Demonstration Vehicle* MY2011 Yukon Denali with Tula deacFC GM 6.2L L94 V8 PFI engine Tier 2, 93 AKI test fuel

From EPA’s 2018 Benchmarking of Tula’s

Full Continuous Cylinder Deactivation

*Citation: Bohac, S., “Benchmarking and Characterization of Two Cylinder Deactivation Systems – Full Continuous and Partial Discrete,” SAE Oral-Only Presentation, SAE

World Congress, 2018, https://www.epa.gov/vehicle-and-fuel-emissions-testing/benchmarking-advanced-low-emission-light-duty-vehicle-technology



Effects of Adding Partial and Fu I'* Cylinder Deactivation to 2018 Toyota A25A-FKS Engine

EPA Estimates for Cylinder Deactivation

Table 9. Effect of deacf C and deacPD on vehicle fuel economy and CO2 (2025 exemplar vehicle) using data from prior EPA benchmarking of supplier demonstration vehicles with cylinder deactivation.

Delta Effect of

Type of Si zed Engine Combined Combined Adding

Efwine cyli nder Displacement from

cyl inder FE GHG Mazda Dear Dear.

(liters) lmnvl ~OVmi " " 2014 M azda none 2.09 14 50.4 176.2 0.0%

SKYACTIV 2.0L 13 :1

2018 Toyota 2.5L none 2.00 14 52 .. 8 168.4 -4.4% 0.0%

A2.5A-FKS deacPD

13:1 w/cEGR 2.00 14 53 .5 166.0 -5.8% -1.4%

(EPA Benchmark) . .

deacFC 2.00 14 54.6 162.8 : -7.6% : -3.3% ■ -■ ■

Futu re EGRB- 24 + cEGR ■

(EPA model) none 1.22 14 54.6 162.7 = . .1..1:1\:

Tula Estimates for Cylinder Deactivation

Table 10. Effect of deaicFC and deacPD on vehicle fuel economy and CO2 (2025 exemplar vehicle) using data from cylinder deactivation supplier.

Delta Effect of

Type of Sized Engine Combined Combined Addi ng Engine cylinder Displacement

from Cyl inder FE GHG

Mazda Dear Dear.

(lite.rs) lmnvl 1!C01/mi " " 2014 Mazda no ne 2.09 14 50 .4 176.2 0.0%

SKYACTIV 2.0L 13:1

2018 Toyota 2.5L none 2.00 14 52 .8 168.4 -4A% 0.0%

A25A-FKS deacPD

13:1 w/cEGR 2.00 14 54 .0 164.6 -6.6% -2.3%

(EPA Benchmark) deacFC 2.11 14 57 .3 155.1 -11.9% -7.9%

Fut ure EGRB-24 +cEGR

(EPA model) none 1.22 14 54.6 162.7 -7.7%

Effects of Adding Partial and Full* Cylinder Deactivation

to 2018 Toyota A25A-FKS Engine

Tula Estimates for Cylinder Deactivation EPA Estimates for Cylinder Deactivation

ALPHA simulations show that the addition of Full Continuous cylinder deactivation enables the Toyota A25A-FKS engine to nearly meet or exceed the CO2 emission target of the

EGRB24 engine from the 2012 GHG rulemaking. 24 2019-01-0249

WCX A.PRIL9-11 2019 DETROIT Thank you Thank you

Dan Barba U.S. Environmental Protection Agency

National Center for Advanced Technology

Office of Transportation and Air Quality

Office of Air and Radiation

2565 Plymouth Rd, Ann Arbor, MI 48105

734-214-4515

[email protected]

EPA benchmarking data for the Toyota engine, along with this presentation, can be found at:


25

2019-01-0249


mailto:[email protected]

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