sign in sign up
<<
Home , Toyota Camry

Benchmarking a 2018 Camry 2.5-liter with Cooled-EGR

John J. Kargul, Mark Stuhldreher, Daniel Barba, Charles Schenk, Stanislav Bohac, Joseph McDonald, Paul DeKraker, Josh Alden (SwRI)

NationalNational Center for Advanced TechnologyTechnology OfficeOffice of TransportationTransportation and Air Quality SAESAE 20192019-01-0249-01-0249 Office of Air and Radiation U.S.U.S. EnvironmentalEnvironmental Protection Agency A.PRIL9-11 2019 WCX DETROIT EPA’sEPA's AdvancedAdvanced TechnologyTechnology Testing andand DemonstrationDemonstration

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

NVFELVFE isis proudproud to be an ISOI 0 certified andand ISOISO accredited lablab ISO 14001:2004 and ISO 17025:2005 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 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 National Center for Advanced • Develop future emission and fuel economy regulations Technology (NCAT) • Develop laboratory test procedures • Research future advanced engine and technologies (involving 20+ engineers – modeling, advanced technology testing and demonstrations) 2 2019-01-0249 A.PRIL9-11 2019 WCX DETROIT TopicsTopics

1.1. OverviewOverview ofof EPA’sEPA's EngineEngine BenchmarkingBene mar ·ng MethodMethod 2.2. KeyKey PointsPoints ofof InterestInterest for the Toyota A25AA25A-FKS-FKS 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 3.3. EPA’sEPA's Technical AnalysesAnalyses for FutureFuture EnginesEngines 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 A.PRIL9-11 2019 EPA’sEPA's BenchmarkingBenchmarking MethodMethod WCX DETROIT

Engine Setup Engine Tethering • The engine and its ECU were installed in an engine dynamometer Local Power Supply Chassis Signals test cell while the engine’s wiring harness was tethered to the Data ECU Acquisition Battery complete vehicle parked outside the test cell. System Charger Key Signals Test Cell Engine • A second engine is used in the test cell to keep vehicle intact for CAN Bus reference. Ground

#1 AWG • Wiring connections/disconnects are made using vehicle connectors Ground Only at ECU and other major harness junctions. • Control engine load with pedal command. • Some signals have to be simulated such as 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 2019-01-0249 A.PRIL9-11 2019 EngineEngine ConnectedConnected toto DynoDyno viavia aa TransmissionTransmission WCX DETROIT

To gather data for this benchmarking program, the engine was connected to the dynamometer via a GM 6L80 6-speed rear drive 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.

Transmission Input 2. The transmission is easily adapted to any engine. Transmission Output Inline Torque Sensor Inline Torque Sensor Assembly 3. The transmission gears selection and torque converter clutch are manually controlled. The gear ratios in 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,

Setup with transmission which is important when doing cold start testing.

US ENVIRONMENTAL PROTECTION 5 AGENCY 2019-01-0249 A-PRIL9-11 TestTest DataData CollectionCollection andand AnalysisAnalysis 2019 WCX DETROIT Engine Test Phases

1)1) LowLow-Mid-Mid loadingloading 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. 2)2) HighHigh loadingloading Tested in transient operation at high torque loads where the air-to-fuel ratio transition to enriched to protect the engine at speeds of 1000 to 5000 rpm. 3)3) IdleIdle-Low-Low loadingloading 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: D1. Low-Mid Load D2. High Load D3. Idle-Low Load

250 Test Phase Engine Operation Data Collection Data Processing 12

140kW 1 Low-Mid Approx. 30 sec. Steady-state Steady-state avg. a. 120kW w 8 :a 150 \ loading (stoichiometric) (wo/CVT) (using iTest) m 100kW BO kW 2 High 4 60kW Stab test Transient Transient Intervals -E z ------40kW loading (stoich.→enriched) (wo/CVT) (using MATLAB) 2 -(ll 20kW ::,e- ++ 0 0 3 Idle-Low Approx. 30 sec. Steady-state Stead-state avg. ~ ...... ______- -- - -10kW -•------20 kW -2 •----;--_~'°=-- ■ ----; -50 loading (stoichiometric) (with CVT) (using iTest) 1000 2000 3000 4000 5000 6000 Speed (RPM) US ENVIRONMENTAL PROTECTION 6 AGENCY 2019-01-0249 A.PRIL9-11 2019 WCX DETROIT TopicsTopics

1.1. OverviewOverview ofof EPA’sEPA's BenchmarkingBenchmarking Methodethod 2.2. KeyKey PointsPoints ofof InterestInterest for the Toyota A25AA25A-FKS-FKS 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 3.3. EPA’sEPA's Technical AnalysesAnalyses for FutureFuture EnginesEngines 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

7 2019-01-0249 A.PRIL9-11 TestTest DataData CollectionCollection andand Analysis 2019 WCX DETROIT A25A-FKS - PFI and GDI Fuel Injector Systems

• Toyota refers to the system as PFIPFI injector calibration data “D-4S” and states that it uses 30 PercentPercent portionportion ofof fuel Sl ope: 0.1424 rr,g / n s• ✓ kPa both direct injection (DI) and Offset : -2.0476 mg suppliedsupplied byby PFIPFI on Tier 2 FuelFuel fit Uncertainty: 0.1280 rtg port (PFI) methods R2: 0.9924 250 together, and interchangeably, 12

200 to optimize engine performance i10 140 kW cc 120 kW and emissions. ll.. 8 O PFI Only-Single Injection w 150 O GDl&PFI-Singlelnjection ::a 100 kW o~~-~-~-~-~~-~-~-~ cc • Both PFI and GDI fuel injectors 6 o w • w w ~ m ~ ~ w 80 kW Injection Specifier ( ms- ✓ kPa) 100 systems are used at low loads, 4 60 kW zE while only GDI is used at high 50 Q) 2 ::, - 20 kW load. e- - 10 kW GDI injectorinjector calibration data ~ o o -10kW )I( )1()1( )I( • )I( )I( _.)(- --x -20kW For this test program, both the )I( )!____ Sl op e : -2 IC Offset: -50 )I( PFI and GDI fuel injectors were fit Uncertainty, Rl: 1000 2000 3000 4000 5000 6000 Speed (RPM) calibrated to determine the 30 relationship between injection 20 pulse width, injection pressure 15

10 O GDI ()rjy-Singlelnjeciion and fuel flow. + GDI Only-Mullipl1 lnjactions 0 GDl&PFI-Slnglelnjectlon

4 6 8 Injection Specifier( ms-JMPa) US ENVIRONMENTAL PROTECTION 8 2019AGENCY-01-0249 A.PRIL9-11 Test DataData CollectionCollection andand AnalysisAnalysis 2019 WCX DETROIT cEGR Measurement Hardware

Original0 equipmentUI EGR manifoldI (bottom)) Fabricated EGR manifold, instrumented with flow versus fabricated and instrumentedinstrume ted EGR US ENVIRONMENTAL PROTECTION meter mounted on engine. AGENCY manifold (top). 9 2019-01-0249 A.PRIL9-11 TestTest DataData CollectionCollection andand AnalysisAnalysis 2019 WCX DETROIT TargetedTargeted PercentPercent OpeningOpening ofof EGREGR ValveValve && PercentPercent VolumeVolume ofof EGREGR

20182018 Toyota 2.52.5-liter-liter A25AA25A-FKS-FKS EngineEngine onon Tier 22 FuelFuel

ECM Targeted EGR %Opening Measured EGR %Volume 25 0 250 Measured EGR %Volume 12 12

L ~ 10 200 L 140 kW &l 10 200 135 kW Q_ 120 kW w 8 0. 150 w 120kW ~ ;::;: 8 m 100 kW rn 150 6 105kW 80 kW 90kW 100 ~ 6 4 60 kW E E z 100 75 kW z 40 kW 60kW 50 (I) 4 2 ::J

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 Test Data Collection and Analysis A-PRIL9-11 est Data Collection and Analysis 2019 WCX DETROIT EffectiveEffective ExpansionExpansion andand CompressionCompression Ratios,Ratios Atkinson RatiosRatios

250 250 12 12

10 200 ~ 10 200 140kW i 140kW Figure 20. Effective Figure 19. Effective ID 0. 120kW Compression Ratio in 8 120kW (l_ 8 Expansion Ratio in the w 150 w ::;; 100kW :::;; 100kW the A25A-FKS engine, A25A-FKS engine, on a:, ID kW kW on Tier 2 fuel, 1 mm Tier 2 fuel, 1 mm 100 100 4 60kW 4 60kW reference lift, (initial E E reference lift, (initial z z ------40kW 50 40kW 50 interval). 2 a, !!l interval). ::, - 20kW - 20kW e- --- - 10kW e- - 10kW ,9 ~ 0 0 -10kW - -10kW -20kW -20kW -2 -2 ------50 -50 1000 2000 3000 4000 5000 6000 1000 2000 3000 4000 5000 6000 Speed (RPM} Speed (RPM)

250 12

Figure 22. Atkinson Ratio 200 i10 140 kW of the A25A-FKS engine ID (l_ 8 120 kW (defined as the effective w 150 :::;; 100 kW expansion stroke divided by ID kW the effective compression 100 60kW E 4 ----. ------stroke), on Tier 2 fuel, 1 z ------40 kW 50 2 mm reference lift, (initial !!l -----:----•-- --.------e- - 20 kW interval) ,9 10kW ____ --- - -10kW . - -20 kW -2 -50 1000 2000 3000 4000 5000 6000 Speed (RPM} US ENVIRONMENTAL PROTECTION AGENCY 11 2019-01-0249 A-PRIL9-11 2019 Testest DataData CollectionCollection andand Analysis WCX DETROIT AtkinsonAtkinson RatiosRatios

AtkinsonAtkinson RatioRatio ofof ToyotaToyota 2.5L2.SL 13:113:1 CRCR AtkinsonAtkinson RatioRatio ofof MazdaMazda 2.0L2.0L 13:113:1 CRCR

250 200 ~ ~ 135kW 12 ~ ~- 180kW 12 ✓ ~ ·· 160kW ~ ~ 120kW 200 i10 140 kW ~ 10 105kW [!J aJ 150 120 kW 90kW 0.. 8 w 150 ::i: 100 kW 75kW [!J 6 BO kW 60kW 100 E 4 60kW E 4 45kW z z 50 50 · 40kW Q) 2 ::, ------20 kW e------10kW ~ 0 0 -7.5kW -15kW -2 -2 1000 2000 3000 4000 5000 6000 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 Speed (RPM) Speed (RPM)

Figure 22. Atkinson Ratio Figure 23. Atkinson Ratio of the A25A-FKS engine (defined as the effective of the base OE 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. US ENVIRONMENTAL PROTECTION 12 AGENCY 2019-01-0249 A.PRIL9-11 2019 WCX DETROIT EPA’sEPA's CompleteComp ete BTEBTE MapMa onon Tier 22 FuelFuel

Note:Note: SeeSee SAE 20182018-01-1412-01-1412 for 20182018 ToyotaToyota 2.52. -liter A25A-FKS engine withwith cEGRcEGR information about how we construct Brake Thermal Efficiency ( % ) 250 ALPHA input maps suitable for Full \ ~ 165kW 12 \ Vehicle Simulation Modeling. \ \ 150kW

10 200 135kW The complete EPA engine maps for this

~ engine can also be found along with other ffi 120kW Cll EPA engine maps data at: 0.. 8 39.8% 105kW w 150 ~ https://www.epa.gov/vehicle-and-fuel- Cll 90 kW emissions-testing/combining-data-

~ 6 E z 75 kW complete-engine-alpha-maps

Q) ::, 60 kW e- 4 ~ EPA benchmarking data for this engine can 45 kW also be found along with EPA benchmarking 2 data for other engines at: https://www.epa.gov/vehicle-and-fuel- emissions-testing/benchmarking- 1000 2000 3000 4000 5000 6000 Speed (RPM) advanced-low-emission-light-duty- Engine BTE map used as inputs for ALPHA model. 13 vehicle-technology 2019-01-0249 A.PRIL9-11 2019 ComparisonComparison ofof EPAEPA BenchmarkingBenchmarking MapMap && WCX DETROIT ToyotaToyota PublishedPublished MapMap ImageImage

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

250 180 kW 12 ~ 165kW 250 12 165 kW 150 kW The dotted box reflects the extent of Toyota’s published image. 10 200 135 kW ro 10 200 Cl .; 120 kW ID c.. a. 8 39.8% UJ w 105 kW 8 :a: 150 ~ ID Cl 150 40%

~ 6 ~ 6 zE 100 E z 100 "::, e- 4 Q) ~ 4 ::::,e- ~ ······ ...... 30 kW 2 2 ------15 kW ---- 11 ------<7.5 kW 0 0 1000 2000 3000 4000 5000 6000 0 0 1000 2000 3000 4000 5000 6000 Speed (RPM) Speed (RPM) 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 Combustion Concepts for AGENCY Toyota New Global Architecture.” 25th Aachen Colloquium – Automobile and Engine Technology, 2016. 14 2019-01-0249 A.PRIL9-11 2019 WCX DETROIT EfficiencyEfficiency (BTE){BTE) DifferenceDifference MapMap

Figure 31. 12 BTE map from EPA benchmarking of the B 10 200 production 2018 Toyota A25A-FKS engine (Figure 29) C minus BTE Map generated from Toyota published map images of its 2016 Developmental D Engine (Figure 30) A The heatmap for the approximate extent of EPA’s benchmarking map ofo o ~ ~ ~ ===;;-0.2Lc= = '.____i__~ ----=::::::= ==u~ D 1000 mlllOCJ 20QOOOO 3000 4000 4000 5000 5000 6006000 the A25A-FKS engine’s operation in Speed ( R$JMejj ( RPM ) WOT line from the EPA benchmarking of the A25A-FKS engine. a 2018 vintage mid-sized vehicle over WOT line from Toyota’s 2016 published map of its developmental engine Dashed box reflects the extent of Toyota’s published image the combined city/highway regulatory Approximate extent of engine operation in a 2018 vintage mid-sized vehicle cycles using Tier 2 fuel. over the combined city/highway regulatory cycles US ENVIRONMENTAL PROTECTION 15 AGENCY 2019-01-0249 A.PRIL9-11 2019 ALPHA CO2 Results from a Mid-sized CAR WCX 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. Comparison: Sized Engine C.Omblned Combined Combined FE GHG GHG % Dlff ✓ 2016 Toyota Developmental (li t ers) (mol!I !!CO2/ mi % TNGA 2.5L 13:1 CR engine with cEGR (2016 2016 Performance N e utral Baseline Vehicl e Aachan paper) 2013 Chevrolet 2.SL Ecotec LCV 2.44 14 36.9 240.5

2018 mid-si ze Ex e mplar Vehicl e ✓ 2018 Toyota Production

2016 Developm ent al Toyota 2.SL 2.24 14 44.6 ( ---,199.1 1 0.0% A25A-FKS 2.5L 13:1 CR engine with cEGR 13:1 w /cEG R [2016 A achen pap er) I I II I (EPA benchmark) 2018 Toy ot a 2.S L A 25A-FKS 2.26 14 44.7 ___198.9 .,, I -0.1% 13:1 w/cEGR (E PA Be nchmark) l

2025 mid-si ze Ex e mplar Vehicl e Note: Each of the engines have a slightly different displacement since when adapting an engine to a specific 2016 Developm ent al Toyota 2.SL 1.99 14 52.8 r i'6s~1 0.0% 13:1 w/cEG R [2016 A achen paper ), vehicle’s technology package and roadload mix ALPHA resizes I I 11 I the engine displacement so that the vehicle’s acceleration 2018 Toy ota 2.SL A25A-FKS 2.00 14 52.8 t___168.4 ,, I 0.1% performance remains within 2% of the baseline vehicle as 13:1 w/cEGR (E PA Be nchmark) described in a previous SAE paper (2017-01-0899).

16 2019-01-0249 A.PRIL9-11 2019 WCX DETROIT TopicsTopics

1.1. OverviewOverview ofof EPA’sEPA's BenchmarkingBenchmarking MethodMethod 2.2. KeyKey PointsPoints ofof InterestInterest for the Toyota A25AA25A-FKS-FKS 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 3.3. EPA’sEPA's Technical AnalysesAnalyses for FutureFuture EnginesEngines o Efforts to Validate EPA Concept Modeling 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’sEPA's TechnicalTee ical AnalysesA a yses forfor FutureF ture EnginesEngines Publicly Available Data EPA Benchmarking EPA Concept Modeling

2012 Target Engine Ricardo Future Turbo (EPA LD GHG Rule) EGRB 24-bar (EPA-420-R-11-020, 2011) 2.0L 2016 EPA Draft TAR 2014 Mazda SKYACTIV EPA Future Atkinson Midterm Evaluation 13:1 CR (docket # EPA-HQ-OAR- 14:1 CR w/cEGR 2015-0827-0533) (SAE 2016-01-0565) 2017 EPA Final 2016 Toyota Developmental 2016 Toyota Developmental Determination for TNGA 2.5L 13:1 CR w/cEGR TNGA 2.5L 13:1 CR w/cEGR Midterm Evaluation (2016 Aachen Colloquium) (EPA-420-R-17-002, 2017) 2017 Tula Concept vehicle Add deacFC to ALPHA w/deacFC (2018 SAE oral-only*) 2018/2019 EPA (2018 SAE oral-only*) Ongoing Technology Assessments 2018 Toyota EPA Future Atkinson A25A-FKS 2.5L 13:1 CR w/cEGR Toyota A25A-FKS w/Cylinder (SAE 2019-01-0249) 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 A.PRIL9-11 2019 E or s to Validate EPA Conce t odel ng WCX DETROIT Efforts to Validate EPA Concept Modeling

EPA Concept Modeling (engine maps and vehicle EPA Concept Validation Data simulations) • 2016 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) Ricardo Future Turbo EGRB 24-bar • 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 • 2016 EPA Future Atkinson Concept – demonstrated effect of EPA Future Atkinson adding cEGR (SAE 2016-01-0565, SAE 2017-01-1016) 14:1 CR w/cEGR • 2018 Toyota 2.5L A25A-FKS - benchmarking (SAE 2019-01-0249) EPA Future Atkinson • 2019 Mazda 6 w/deacPD - Active EPA benchmarking Toyota A25A-FKS w/Cylinder Deactivation • 2019 GM Silverado w/deacFC - Active EPA benchmarking

19 2019-01-0249 Comparison of Toyota’s 2018 Production Engine & A.PRIL9-11 Comparison of Toyota's 2018 Production Engine & 2019 WCX DETROIT EPA’sEPA's 20162016 FutureFuture ConceptConce t Engine*Engine*

BTEBTE MapMap of0 201 Toyota’s Production A25A-FKS BTEBTE MapMap ofof EPA’sEPA's FutureFuture Atkinson Concept w/cEGR

250 12 ~ 165kW 200 12 ·. 150 kW ,...._ 180 ..

L. 200 135 kW 10 ~ 10 160 90 .; 120 kW kW ID CL UJ 140 a. 8 39.8% 80 kW 105 kW w 150 ~ 8 :a: Ol 120 ID 70 kW

~ 6 6 100 60 kW E z E 100 z 80 50 kW "::,e- :____.---_:;:.;;a....,C:::::-:-...... 40kW 4 Q) 4 ~ :::J 60 C" L. ~ ~----30kW ~ 40 2 2 20 15 - 15kW 15 fU-- 10 7.5kW 0 0 '-_.__.__..__..__..__..__...__...__...__..._ 0 0 1000 2000 3000 4000 5000 6000 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 Speed (RPM) Speed (RPM) Figure 29. Complete BTE map generated from EPA Figure 32. EPA concept of a Future Atkinson 2.0L engine benchmarking test data of Toyota 2.5L A25A-FKS engine, 14:1 geometric CR with cEGR on Tier 2 Fuel [15].

Tier 2 fuel. Peak efficiency is 39.8 percent. *Lee, S., Schenk, C., and McDonald, J., "Air Flow Optimization and Calibration in High- Compression-Ratio Naturally Aspirated SI EnginesUS ENVIRONMENTAL with Cooled-EGR," PROTECTIONSAE Technical Paper 2016-01-0565, 2016, doi:10.4271/2016-01-0565. AGENCY 20 2019-01-0249 A.PRIL9-11 2019 WCX DETROIT EfficiencyEfficiency DifferenceDifference PlotPio (on(on Tier 22 fuel)uel)

250 Figure 33.

EPA BTE map from benchmarked Toyota A25A-FKS 150kW

(Figure 29) 10 200 minus ~ 125kW oi [D a scaled EPA BTE map of the modeled concept of a ~ a. 8 w 150 future ATK w/cEGR (Figure 32) ~ 100kW [D

75 kW

The heatmap zone for the approximate extent of EPA’s benchmarking map of the A25A-FKS 2000 3000 4000 5000 engine’s operation in a 2018 vintage Speed (RPM) mid-sized vehicle over the combined city/highway regulatory cycles.

21 2019-01-0249 Sized Engine Combined Combined Combined GHG A.PRIL9-11 2019 Displacement FE GHG % Diff WCX DETROIT Engine (liters) I (mpg) I 188.9 I % 2016 Performance Neutral Baseline Vehicle ComparisonComparison ofof ALPHAALPHA CO2CO2 ResultsResults 2013 Chevrolet 2.5L Ecotec LCV 2.44 I4 36.9 240.5

✓ 2016 EPA Future Atkinson engine 2018 mid-size Exemplar Vehicle concept with cEGR 2014 Mazda SKYACTIV 2.0L 13:1 2.30 I4 43.2 205.8 0.0% •...... • ✓ 2018 Toyota Production engine Future Atkinson w/14:1 + cEGR I : ■ ■ 2.30 I4 44.9 ■ 198.0 ■ -3.8% A25A-FKS 2.5L 13:1 CR engine with cEGR (EPA GT-Power model) ■ ■ ~ ■ ■ : ■ ■ 2018 Toyota 2.5L A25A-FKS ■ ■ 2.26 I4 44.7 ■ 198.9 ■ -3.4% 13:1 w/cEGR (EPA Benchmark) :...... : 2025 mid-size Exemplar Vehicle 2014 Mazda Note: Each of the engines have a slightly different 2.09 I4 50.4 176.2 0.0% displacement since when adapting an engine to a SKYACTIV 2.0L 13:1 specific vehicle’s technology package and roadload •...... • Future Atkinson w/14:1 + cEGR I : mix ALPHA resizes the engine displacement so that ■ ■ 2.08 I4 52.1 ■ 170.6 ■ -3.2% (EPA GT-Power model) ■ ■ the vehicle’s acceleration performance remains : ■ ■ ; within 2% of the baseline vehicle as described in a 2018 Toyota 2.5L A25A-FKS ■ ■ previous SAE paper (2017-01-0899). 2.00 I4 52.8 : 168.4 : -4.4% 13:1 w/cEGR (EPA Benchmark) : •• ■ ■ ■ ■ ■ .:

22 2019-01-0249 A.PRIL9-11 2019 WCX DETROIT FullFull ContinuousContin o s CylinderCy inder DeactivationDeacfvation

• Full continuous cylinder deactivation (deacFC) enables Figure 38. EPA estimate of deacFC effectiveness (% reduction of BSFC) any number of cylinders to be deactivated • Partial discrete cylinder deactivation (deacPD) enables 50 only certain cylinders to be deactivated. 45 • Both systems reduce pumping work and cylinder heat V8, no cEGR 40 loss at low and medium engine loads but deacFC is more effective because of its greater flexibility. 35 30 --- L ------From EPA’sEPA's 2018 BenchmarkingBenchmarking of Tula’sTula's 25 ------Full Continuous CylinderCylinder Deactivation 20 ------60 --- 55 curve fit from 0-6 bar 50 15 --- 4 3 2 --- y = 0.03687x - 0.8740x + 7.613x - 30.03x + 49.02 I4, no cEGR --- 45 10 ---40 35 I4, cEGR used by A25A-FKS chassis dyno, ~1200 rpm Reduction(%)Flow Fuelin 30 chassis dyno, ~2000 rpm 5 25 20

0 I (%) BSFC in Reduction 15 chassis dyno, ~2300 rpm -1 0 1 2 3 4 5 6 7 8 9 10 10 5 BMEP (bar) 0 -1 0 1 2 3 4 5 6 7 8 9 10 green curve – the L94 V8 engine as measured by EPA BMEP (bar) greenred curve curve – the– an L94 I4 engineV8 engine without as cEGR measured (an I4 engine by EPA that is the equivalent of the deacFC effectiveness of the L94 engine) Data from Tula’sTula's Demonstration Vehicle*Vehicle red curveblack curve– an – I4an engineI4 engine without with cEGR cEGR (further (an adjusted I4 engine for the that mass is the MY2011 Yukon Denali with Tula deacFC equivalent flow and temperature of the deacFC of cEGR effectiveness of the A25A-FKS of the engine) L94 engine) GM 6.2L L94 V8 PFI engine black curve – an I4 engine with cEGR (further adjusted for the mass Tier 2, 93 AKI test fuel Figure 38. EPA estimateflow and of deacFCtemperature effectiveness of cEGR (percent of reductionthe A25A of -BSFC).FKS engine) *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- 2019-01-0249 23 testing/benchmarking-advanced-low-emission-light-duty-vehicle-technology A.PRIL9-11 EffectsEffects ofof AddingAdding PartialPartial andand Full*Fu I'* CylinderCylinder DeactivationDeactivation 2019 WCX DETROIT toto 20182018 ToyotaToyota A25AA25A-FKS-FKS EngineEngine

EPAEPA EstimatesEstimates forfor CylinderCylinder DeactivationDeactivation Tula EstimatesEstimates forfor CylinderCylinder DeactivationDeactivation

Table 9. Effect of deacf C and deacPD on vehicle fuel economy and CO2 Table 10. Effect of deaicFC and deacPD on vehicle fuel economy and CO2 (2025 exemplar vehicle) using data from prior EPA benchmarking of supplier (2025 exemplar vehicle) using data from cylinder deactivation supplier. demonstration vehicles with cylinder deactivation.

Effect of Effect of Delta Delta Type of Si zed Engine Combined Combined Adding Type of Sized Engine Combined Combined Addi ng from from Efwine cylinder Displacement FE GHG cyl inder Engine cylinder Displacement FE GHG Cyl inder Mazda Mazda Dear Dear. Dear Dear.

(liters) lmnvl ~OVmi (lite.rs) lmnvl 1!C01/mi 2014 M azda " " 2014 Mazda " " none 2.09 14 50.4 17 6.2 0.0% no ne 2.09 14 50 .4 17 6.2 0.0% SKYACTIV 2.0 L 13 :1 SKYACTIV 2.0L 13:1

none none 2018 Toyota 2.5L 2.00 14 52 .. 8 168.4 -4.4% 0.0% 20 18 Toyota 2.5L 2.00 14 52 .8 168.4 -4A% 0.0% A2.5A-F KS A25A-FKS deacPD 2.00 14 53 .5 166.0 -5.8% -1.4% deacPD 2.00 14 54 .0 164.6 -6.6% -2.3% 13:1 w/cEGR 13:1 w/cEGR (EPA Benchmark) . . (EPA Benchma rk) deacFC 2.00 14 54.6 162.8 : -7.6% : -3.3% deacFC 2.11 14 57 .3 155.1 -11.9% -7.9% ■ -

■ ■ Fu tu re EGRB- 24 + cEGR ■ Fut ure EGRB-24 +cEG R none 1.22 14 54 .6 162.7 =. none 1.22 14 54.6 162.7 -7.7% (EPA model) .1..1:1\: (EPA model) 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 A.PRIL9-11 2019 WCX DETROIT ThankThank youyou

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

25 2019-01-0249