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The newly proposed Euro 7 emission standards have added regulations limiting ammonia emissions for gasoline vehicles. This paper proposes a new emissions-control strategy to satisfy the regulated ammonia emission levels, using deceleration cylinder cut-off (DCCO) to reduce or eliminate conventional deceleration fuel cutoff (DFCO) and the associated lean-rich excursions in the three-way catalyst during oxygen saturation and desaturation. The improved air-fuel ratio management closer to stoichiometry lowers the ratio of CO to NOx and thus the ammonia (NH3) formation rate inside catalytic converter. Tests show more than 80% reduction of ammonia emission on the WLTC drive cycle without increasing other regulated emissions.

Multi-level Miller-cycle Dynamic Skip Fire (mDSF) is a combustion engine technology that improves fuel efficiency by deciding on each cylinder-event whether to skip (deactivate) the cylinder, fire with low (Miller) charge, or fire with a high (Power) charge. In an engine with two intake and two exhaust valves per cylinder, skipping can be accomplished by deactivating all valves, while firing with a reduced charge is accomplished by deactivating one of the intake valves. This new ability to modulate the charge level introduces new failure modes. The first is a failure to reactivate the single, high-charge intake valve, which results in a desired High Fire having the air intake of a Low Fire. The second is a failure to deactivate the single intake valve, which results in a Low Fire having the air intake of a High Fire.

Dynamic Skip Fire (DSF) is a proven cylinder deactivation strategy developed at Tula Technology that, in production, has proven to deliver significant fuel consumption improvements across engine and vehicle platforms. DSF allows cylinders to operate near optimal efficiency by reducing pumping losses and improving combustion stability. The Atkinson cycle is also a well-known strategy to improve thermodynamic efficiency by reducing pumping losses and over-expanding combustion gases. This strategy is commonly implemented with long duration intake cams and late intake valve closing. The Atkinson cycle sacrifices power density in a naturally aspirated engine so displacement is commonly increased. The upsized Atkinson cycle engine still shows significant reduction in fuel consumption at high load but has a fuel consumption penalty at low loads due to increased friction and throttling losses.

mDSF is a novel cylinder deactivation technology developed at Tula Technology, which combines the torque control of Dynamic Skip Fire (DSF) with Miller cycle engines to optimize fuel efficiency at minimal cost. mDSF employs a valvetrain with variable valve lift plus deactivation and novel control algorithms founded on Tula’s proven DSF technology. This allows cylinders to dynamically alternate among 3 potential states designated as: High Fire, Low Fire, and Skip (deactivation). The Low Fire state is achieved through an aggressive Miller cycle with Early Intake Valve Closing (EIVC). The three operating states in mDSF can be used to simultaneously optimize engine efficiency and driveline vibrations. Acceleration performance is retained using the all-cylinder, High Fire mode. mDSF can be implemented cost-effectively using an asymmetric intake valve lift strategy, with one high-flow power charging port and one high-efficiency Miller port.

mDSF is a novel cylinder deactivation technology developed at Tula Technology, which combines the torque control of Dynamic Skip Fire (DSF) with Miller cycle engines to optimize fuel efficiency at minimal cost. mDSF employs a valvetrain with variable valve lift plus deactivation and novel control algorithms founded on Tula’s proven DSF technology. This allows cylinders to dynamically alternate among 3 potential states: high-charge fire, low-charge fire, and skip (deactivation). The low-charge fire state is achieved through an aggressive Miller cycle with Early Intake Valve Closing (EIVC). The three operating states in mDSF can be used to simultaneously optimize engine efficiency and driveline vibrations. Acceleration performance is retained using the all-cylinder, high-charge firing mode.

Dynamic skip fire (DSF) has shown significant fuel economy improvements via reduction of pumping losses that generally affect throttled spark-ignition engines. For production readiness, DSF engines must meet regulations for on-board diagnostics (OBD-II), which require detection and monitoring of misfire in all passenger vehicles powered by an internal combustion engine. Numerous misfire detection methods found in the literature, such as those using peak crankshaft angular acceleration, are generally not suitable for DSF engines due to added complexity of skipping cylinders. Specifically, crankshaft acceleration traces may change abruptly as the firing sequence changes. This article presents a novel method for misfire detection in a DSF engine using machine learning and artificial neural networks. Two machine learning approaches are presented.

Dynamic skip fire (DSF) has shown significant fuel economy improvement potential via reduction of pumping losses that generally affect throttled spark-ignition (SI) engines. In DSF operation, individual cylinders are fired on-demand near peak efficiency to satisfy driver torque demand. For vehicles with a downsized-boosted 4-cylinder engine, DSF can reduce fuel consumption by 8% in the WLTC (Class 3) drive cycle. The relatively low cost of cylinder deactivation hardware further improves the production value of DSF. Lean burn strategies in gasoline engines have also demonstrated significant fuel efficiency gains resulting from reduced pumping losses and improved thermodynamic characteristics, such as higher specific heat ratio and lower heat losses. Fuel-air mixture stratification is generally required to achieve stable combustion at low loads.

This simulation study explores the potential synergy between the HCCI engine system and three hybrid electric vehicle (HEV) configurations, and proposes the supervisory control strategy that maximizes the benefits of combining these two technologies. HCCI operation significantly improves fuel efficiency at part load, while hybridization aims to reduce low load/low speed operation. Therefore, a key question arises: are the effects of these two technologies additive or overlapping? The HEV configurations include two parallel hybrids with varying degrees of electrification, e.g. with a 5kW integrated starter/motor (“Mild”) and with a 10 kW electric machine (“Medium”), and a power-split hybrid. The engine is a dual-mode, SI-HCCI system and the engine map reflects the impact of HCCI on brake specific fuel consumption.