The effects of cylinder deactivation on the thermal behaviour and performance of a three cylinder spark ignition engine

A physics based, lumped thermal capacity model of a 1litre, 3 cylinder, turbocharged, directly injected spark ignition engine has been developed to investigate the effects of cylinder deactivation on the thermal behaviour and fuel economy of small capacity, 3 cylinder engines. When one is deactivated, the output of the two firing cylinders is increased by 50%. The largest temperature differences resulting from this are between exhaust ports and between the upper parts of liners of the deactivated cylinder and the adjacent firing cylinder. These differences increase with load. The deactivated cylinder liner cools to near-coolant temperature. Temperatures in the lower engine structure show little response to deactivation. Temperature response times following deactivation or reactivation events are similar. Motoring work for the deactivated cylinder is a minor loss; the net benefit of deactivation diminishes with increasing load. For the NEDC and FTP-75 cycle, the predicted fuel savings are ∼3½ %; the benefit is lower for more transient or highly loaded cycles

Thermal analysis and fuel economy benefits of cylinder deactivation on a 1.0l spark ignition engine

The deactivation of a cylinder on a 1.0litre three cylinder turbocharged gasoline engine has been investigated providing novel information on thermal and fuel consumption effects associated with the technology. This comes in light of providing solutions to reduce fuel consumption and CO2 emissions resulting from internal combustion engines. The investigation has been carried out through the PROgram for Modelling of Engine Thermal Systems (PROMETS). A version of PROMETS was extensively developed to characterise a commercially produced TCE not fitted with cylinder deactivation technology. Developments include an improved gas-side heat transfer expression to account for increased heat transfer to coolant due to the addition of an integrated exhaust manifold; addition of an expression to represent natural convection to model heating of quiescent coolant in the block; and a method to estimate the boosted intake manifold pressure past the throttle due to turbocharging on a gasoline engine. The 0-D approach used in this thesis compared to higher resolution computational tools has allowed for thermal and performance predictions to be made within a couple of minutes compared to several hours or days. In effect, PROMETS has been a time and cost effective tool during the development stages of a prototype engine. The PROMETS model indicated that no adverse changes in engine thermal behaviour arose with cylinder deactivation. The largest temperature change of < 400 occurs in the exhaust valve lower stem for the deactivated cylinder. Temperature changes in other components throughout the engine are an order of magnitude smaller. Although the largest temperature differences between the deactivated and firing cylinders were found to be in the range of < 70 , these remain within normal engine operating temperatures of < 100 . Also, by on-setting deactivation past an oil temperature of 40 , warm-up times were marginally extended compared to operation on all cylinders from key-on. Experimental inputs representing changes in engine gross indicated thermal efficiency and the work loss associated with the motoring of a piston complemented modelling work in predicting fuel consumption changes due to deactivation. Reductions in pumping losses account for the majority of the fuel consumption benefit associated with deactivating a cylinder. The main limitation in the employment of cylinder deactivation stems from the deterioration in the gross indicated thermal efficiency. Modelled results show that fuel consumption improvements are highest on low and part load operation envelopes. As such over the NEDC and FTP-75 benefits are in the range of 3.5%. Applying the technology over dynamically loaded cycles such as the WLTC and ARTEMIS, results in benefits of less than 1.6%. Further to modelling work on cylinder deactivation, experimental work has been carried out with the aim of allowing any engine size to be tested to cover transient drive cycles for future research. Future research could be in the aim of investigating technologies to reduce CO2 and emissions resulting from ICEs. Results show that the control solution implemented has allowed eddy-current dynamometers normally used for constant speed and brake load conditions to operate cycles such as the WLTC or any transient brake torque and engine speed pattern. Benchmark fuel consumption values for two engines of differing swept volume are within a 4g error band equivalent to a 0.36% and 0.67% percentage error band demonstrating the excellence of the control system

Thermal analysis and fuel economy benefits of cylinder deactivation on a 1.0l spark ignition engine

The deactivation of a cylinder on a 1.0litre three cylinder turbocharged gasoline engine has been investigated providing novel information on thermal and fuel consumption effects associated with the technology. This comes in light of providing solutions to reduce fuel consumption and CO2 emissions resulting from internal combustion engines. The investigation has been carried out through the PROgram for Modelling of Engine Thermal Systems (PROMETS). A version of PROMETS was extensively developed to characterise a commercially produced TCE not fitted with cylinder deactivation technology. Developments include an improved gas-side heat transfer expression to account for increased heat transfer to coolant due to the addition of an integrated exhaust manifold; addition of an expression to represent natural convection to model heating of quiescent coolant in the block; and a method to estimate the boosted intake manifold pressure past the throttle due to turbocharging on a gasoline engine. The 0-D approach used in this thesis compared to higher resolution computational tools has allowed for thermal and performance predictions to be made within a couple of minutes compared to several hours or days. In effect, PROMETS has been a time and cost effective tool during the development stages of a prototype engine. The PROMETS model indicated that no adverse changes in engine thermal behaviour arose with cylinder deactivation. The largest temperature change of < 400 occurs in the exhaust valve lower stem for the deactivated cylinder. Temperature changes in other components throughout the engine are an order of magnitude smaller. Although the largest temperature differences between the deactivated and firing cylinders were found to be in the range of < 70 , these remain within normal engine operating temperatures of < 100 . Also, by on-setting deactivation past an oil temperature of 40 , warm-up times were marginally extended compared to operation on all cylinders from key-on. Experimental inputs representing changes in engine gross indicated thermal efficiency and the work loss associated with the motoring of a piston complemented modelling work in predicting fuel consumption changes due to deactivation. Reductions in pumping losses account for the majority of the fuel consumption benefit associated with deactivating a cylinder. The main limitation in the employment of cylinder deactivation stems from the deterioration in the gross indicated thermal efficiency. Modelled results show that fuel consumption improvements are highest on low and part load operation envelopes. As such over the NEDC and FTP-75 benefits are in the range of 3.5%. Applying the technology over dynamically loaded cycles such as the WLTC and ARTEMIS, results in benefits of less than 1.6%. Further to modelling work on cylinder deactivation, experimental work has been carried out with the aim of allowing any engine size to be tested to cover transient drive cycles for future research. Future research could be in the aim of investigating technologies to reduce CO2 and emissions resulting from ICEs. Results show that the control solution implemented has allowed eddy-current dynamometers normally used for constant speed and brake load conditions to operate cycles such as the WLTC or any transient brake torque and engine speed pattern. Benchmark fuel consumption values for two engines of differing swept volume are within a 4g error band equivalent to a 0.36% and 0.67% percentage error band demonstrating the excellence of the control system

A mechanical rotation chair provides superior diagnostics of benign paroxysmal positional vertigo

BackgroundBenign paroxysmal positional vertigo (BPPV) is the most common vestibular disease. Both therapeutic and diagnostic benefits with mechanical rotation chairs (MRCs) for management of BPPV have been reported. No previous studies have compared diagnostics in MRCs to traditional diagnostics on an examination bed.ObjectiveTo investigate the agreement between BPPV diagnostics performed with an MRC and traditional diagnostics on an examination bed. Secondary objectives were to (1) examine if the two test modalities differ in diagnostic properties when diagnosing largely untreated patients referred from general practitioners (uncomplicated BPPV) compared to patients referred from private ENTs (complicated BPPV) and (2) examine whether impaired participant cooperation during Manual Diagnostics (MDs) alters agreement, sensitivity and specificity.MethodProspective randomized clinical trial in which patients with a case history of BPPV were recruited by referrals from general practitioners, otorhinolaryngologists and other hospital departments in the Northern Region of Denmark. Participants underwent diagnostic examinations twice: once by traditional MDs on an examination bed and once with an MRC. Initial examiner and order of test modality were randomized. Examiners were blinded to each other's findings.ResultsWhen testing the ability to diagnose BPPV, agreement between the two test modalities, was 0.83, Cohen's kappa 0.66. When comparing MD diagnostics to MRC diagnostics (set as gold standard diagnostics following test result interpretation), values for MDs were: sensitivity 71%, specificity 98%, Negative Predictive Value 73%, and Positive Predictive Value 97%. Agreement regarding BPPV subtype classification was found to be 0.71, and Cohen's kappa 0.58. Agreement when isolating the diagnosis to posterior canalolithiasis (p-CAN) was 0.89, Cohen's kappa 0.78.ConclusionDiagnostics, aided by an MRC, are more sensitive than traditional manual BPPV diagnostics. The overall agreement level between test modalities was found to be weak to moderate. When isolating diagnostics to p-CAN, the level of agreement increased to “moderate-strong.” Results also showed higher agreement between test modalities and a significantly higher negative predictive value for MDs when examining patients referred directly from General Practitioners following no- or a single treatment attempt. The diagnostic properties of MDs improved in patients with a higher degree of cooperation

Diagnosing and mapping pulmonary emphysema on X-ray projection images

To assess whether grating-based X-ray dark-field imaging can increase the sensitivity of X-ray projection images in the diagnosis of pulmonary emphysema and allow for a more accurate assessment of emphysema distribution. Lungs from three mice with pulmonary emphysema and three healthy mice were imaged ex vivo using a laser-driven compact synchrotron X-ray source. Median signal intensities of transmission (T), dark-field (V) and a combined parameter (normalized scatter) were compared between emphysema and control group. To determine the diagnostic value of each parameter in differentiating between healthy and emphysematous lung tissue, a receiver-operating-characteristic (ROC) curve analysis was performed both on a per-pixel and a per-individual basis. Parametric maps of emphysema distribution were generated using transmission, dark-field and normalized scatter signal and correlated with histopathology. Transmission values relative to water were higher for emphysematous lungs than for control lungs (1.11 vs. 1.06, p<0.001). There was no difference in median dark-field signal intensities between both groups (0.66 vs. 0.66). Median normalized scatter was significantly lower in the emphysematous lungs compared to controls (4.9 vs. 10.8, p<0.001), and was the best parameter for differentiation of healthy vs. emphysematous lung tissue. In a per-pixel analysis, the area under the ROC curve (AUC) for the normalized scatter value was significantly higher than for transmission (0.86 vs. 0.78, p<0.001) and dark-field value (0.86 vs. 0.52, p<0.001) alone. Normalized scatter showed very high sensitivity for a wide range of specificity values (94% sensitivity at 75% specificity). Using the normalized scatter signal to display the regional distribution of emphysema provides color-coded parametric maps, which show the best correlation with histopathology. In a murine model, the complementary information provided by X-ray transmission and dark-field images adds incremental diagnostic value in detecting pulmonary emphysema and visualizing its regional distribution as compared to conventional X-ray projections

Trace element accumulation by soils and plants in the North Caucasian geochemical province

Long-term studies of the North Caucasian geochemical province allowed to establish regional abundances and calculate accumulation (dispersion) factors for chemical elements in rocks, soils, and plants. Certain natural regional patterns characterize the province. Associations of elements in high and low concentrations are often determined by the predominant composition of rocks: carbonate-terrigenous, terrigenous, and igneous. The study of the average contents of several chemical elements in the soils of the province showed that the association of accumulated elements includes metals with different migration characteristics. Thus, despite the rather close values of the ionic radii, Pb, Zn, Cu, and Li (judging by the ionic potential) are characterized by the formation of cations, while Mn, Mo, and Zr form complex ions. Such elements as Zn, Cu, and Pb are mainly accumulated on hydrosulfuric barriers, while Mo, Co, and Mn are stopped by oxygenous barriers. For Cu, Zn, Mo, and Co, biogenic accumulation plays a significant role, while for Pb and Ni it is practically absent. The absolute dispersion of the elements did not reach environmentally hazardous values, although it indicates a fairly intensive migration. In woody plants, Ba, Nb, Sc, Sr, and Zn are accumulated most intensively