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

Cylinder Pressure Information-Based Postinjection Timing Control for Aftertreatment System Regeneration in a Diesel Engine—Part I: Derivation of Control Parameter

[+] 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 December 31, 2015; final manuscript received January 10, 2016; published online March 15, 2016. Editor: David Wisler.

J. Eng. Gas Turbines Power 138(8), 081507 (Mar 15, 2016) (12 pages) Paper No: GTP-15-1586; doi: 10.1115/1.4032540 History: Received December 31, 2015; Revised January 10, 2016

The implementation of aftertreatment systems in passenger car diesel engines, such as a lean NOx trap (LNT) and a diesel particulate filter (DPF), requires an in-cylinder postinjection (POI) for a periodic regeneration of those aftertreatment systems to consistently reduce tail-pipe emissions. Although the combustion and emission characteristics are changed from the normal engine operating conditions due to the POI, POI is generally applied with a look-up table (LUT) based feedforward control because of its cost effectiveness and easy implementation into the engine management system (EMS). However, the LUT-based POI control necessities tremendous calibration work to find the optimal timing to supply high exhaust gas temperature or enough reductants such as carbon monoxide (CO) and hydrocarbon to regenerate the aftertreatment systems while maintaining low engine-out smoke emissions. To solve this problem, we propose a novel combustion analysis method based on the cylinder pressure information. This method investigates the relation between the POI timing with the exhaust emissions and compensates the combustion phase shift occurred by the engine operating condition changes, such as the engine speed and injection quantity. A burning rate of fuel after a location of the rate of heat release maximum (BRaLoROHRmax) was derived from the combustion analysis. A mass fraction burned X% after a location of the rate of heat release maximum (MFBXaLoROHRmax) was determined using the BRaLoROHRmax and main injection (MI) quantity. Nonlinear characteristics of the exhaust emissions according to POI timing variations and the combustion phase shift due to the engine operating condition changes can be easily analyzed and compensated in terms of the proposed MFBXaLoROHRmax domain. The proposed method successfully evaluated its utility through the engine experiments for the LNT and DPF regeneration.

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Figures

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Fig. 1

Schematic diagram of the engine experimental environment

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Fig. 2

Standard and additional sensor signals of the DAQ system

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Fig. 3

Effect of the POI timing changes on the exhaust emissions and torque over the CA domain under various POI quantity conditions (test group 1)

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Fig. 4

Effect of the POI timing changes on the exhaust emissions and torque over the CA domain under various common-rail pressure conditions (test group 2)

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Fig. 5

Effect of the POI timing changes on the exhaust emissions and torque over the CA domain at a different engine speed and MI quantity (test group 3)

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Fig. 6

Hundred cycles mean of the cylinder pressure, ROHR, HR, and normalized HR according to the POI timing changes at 1500 rpm, 14 mg/str of MI at −2 deg CA, ATDC, and 6 mg/str of POI

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Fig. 7

Ten cycles of the ROHR under 1500 rpm, 14 mg/str of MI at −2 deg CA, ATDC, and 6 mg/str of POI at 30 deg CA, ATDC

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Fig. 8

SOC and burn duration comparison results with and without POI at 1500 rpm of the engine speed (100 cycles mean value)

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Fig. 9

ROHR without POI at a different engine speed and MI quantity (100 cycles mean value)

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Fig. 10

Fitting result of the proposed BRaROHRmax model based on the 100 cycles of ROHR mean value

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Fig. 11

Effect of the POI timing changes on the exhaust emissions and torque over the MFBXaLoROHRmax at a different engine speed and MI quantity (test group 3)

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Fig. 12

Application results of the proposed method to the LNT regeneration under 2000 rpm and 550 kPa, IMEP

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Fig. 13

Application results of the proposed method to the LNT regeneration under 1500 rpm and 720 kPa, IMEP

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Fig. 14

Application results of the proposed method to the DPF regeneration under 2000 rpm and 640 kPa, IMEP

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