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Research Papers: Gas Turbines: Combustion, Fuels, and Emissions

Robust Indicated Mean Effective Pressure and Combustion Lambda Feedback Control for Lean NOx Trap Regeneration in a 2.2 L Common Rail Direct Injection Diesel Engine

[+] Author and Article Information
Hyunjun Lee

Department of Automotive Engineering,
Hanyang University,
222 Wangsimni-ro,
Seongdong-gu, Seoul 133-791, South Korea
e-mail: thomasjr@hanyang.ac.kr

Manbae Han

Professor
Department of Mechanical
and Automotive Engineering,
Keimyung University,
1095 Dalgubeol-daero,
Daegu 704-701, South Korea
e-mail: mbhan2002@kmu.ac.kr

Myoungho Sunwoo

Professor
Department of Automotive Engineering,
Hanyang University,
222 Wangsimni-ro,
Seongdong-gu, Seoul 133-791, South Korea
e-mail: msunwoo@hanyang.ac.kr

1Corresponding author.

Contributed by the Combustion and Fuels Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received April 9, 2014; final manuscript received November 17, 2014; published online February 3, 2015. Assoc. Editor: Stani Bohac.

J. Eng. Gas Turbines Power 137(8), 081504 (Aug 01, 2015) (10 pages) Paper No: GTP-14-1193; doi: 10.1115/1.4029479 History: Received April 09, 2014; Revised November 17, 2014; Online February 03, 2015

To meet stringent Euro-6 emission regulations, a lean NOx trap (LNT) catalyst should be considered to effectively abate NOx emissions. This LNT catalyst should be periodically regenerated without deteriorating driving quality and also satisfy emission constraints, such as CO, low particulate matter or smoke, and low O2 during the regeneration phase. As a means of reductant delivery, in-cylinder post fuel injection with a feedforward (FF) control has been applied due to its simple implementation in an engine management system (EMS). However, with this method, it is difficult to satisfy the driving quality and emission constraints during the transition to or out of the regeneration phase. To solve this problem, we propose a novel LNT regeneration control method using an indicated mean effective pressure (IMEP) and a combustion lambda feedback (FB) control combined with the FF control. For the precise FB control of the post injection timing, among the location of the second rate of heat release (ROHR) peak, the magnitude of the second ROHR peak, and IMEP, the IMEP was selected as a control parameter because of its lowest cyclic variation. In addition, the exhaust lambda control was applied for the accurate FB control of the post injection quantity. The proposed method was implemented in an in-house EMS. The performance in several engine tests indicated that the torque fluctuation was minimized and all emission constraints were effectively satisfied. Furthermore, this method was also robust with regard to the thermal disturbance.

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Figures

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Fig. 1

Schematic diagram of the engine experimental environment

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Fig. 2

Measured sensor signals in the DAQ system

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Fig. 3

Exhaust emission characteristic versus post fuel injection timing: (a) EGR rate, (b) O2 concentration in the intake manifold, (c) NOx, and (d) CO

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Fig. 4

Smoke versus post fuel injection timing

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Fig. 5

Normalized HR at an engine speed of 1750 rpm and 6 bar of BMEP (mean 100 cycles)

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Fig. 6

Second ROHR peak location and magnitude at an engine speed of 1750 rpm and 6 bar of BMEP (mean 100 cycles)

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Fig. 7

Mean value and standard deviation of the three parameters at 1750 rpm

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Fig. 8

Structure of the proposed LNT regeneration control strategy

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Fig. 9

Proposed post fuel injection control algorithm

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Fig. 10

Validation results at an engine speed of 1750 rpm and 6 bar of BMEP

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Fig. 11

Validation results with different coolant temperatures at an engine speed of 1500 rpm and 6 bar of BMEP

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