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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 II: Active Diesel Particulate Filter Regeneration

[+] 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

Jaesik Shin

Department of Mechanical and
Automotive Engineering,
Keimyung University,
1095 Dalgubeol-daero,
Daegu 704-701, South Korea
e-mail: sin7807@kmu.ac.kr

Manbae Han

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

Myoungho Sunwoo

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), 081508 (Mar 15, 2016) (12 pages) Paper No: GTP-15-1587; doi: 10.1115/1.4032541 History: Received December 31, 2015; Revised January 10, 2016

The successful utilization of a diesel particulate filter (DPF) to reduce particulate matter (PM) in a passenger car diesel engine necessitates a periodic regeneration of the DPF catalyst without deterioration of the drivability and emission control performance. For successful active DPF regeneration, the exhaust gas temperature should be over 500 °C to oxidize the soot loaded in the DPF. Previous research increased the exhaust gas temperature by applying early and late post fuel injection with a look-up table (LUT) based feedforward control implemented into the engine management system (EMS). However, this method requires enormous calibration work to find the optimal timing and quantity of the main, early, and late post fuel injection with less certainty of accurate torque control. To address this issue, we propose a cylinder pressure based multiple fuel injection (MFI) control method for active DPF regeneration. The feedback control of the indicated mean effective pressure (IMEP), lambda, and DPF upstream temperature was applied to precisely control the injection quantity of the main, early, and late post fuel injection. To determine their fuel injection timings, a mass fraction burned 60% after location of the rate of heat release maximum (MFB60aLoROHRmax) was proposed based on the cylinder pressure information. The proposed control method was implemented in an in-house EMS and validated at several engine operating conditions. During the regeneration period, the exhaust gas temperature tracked the desired temperature, and the engine torque fluctuation was minimized with minimal PM and NOx emissions.

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Figures

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Fig. 2

Air system schematic diagram and measured sensor signals of the DAQ system

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Fig. 1

Schematic diagram of the engine control and DAQ systems

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Fig. 3

Validation conditions of the proposed control method

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Fig. 7

Structure of the MFI quantity control algorithm for DPF regeneration

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Fig. 8

Structure of the MFI timing control algorithm for DPF regeneration

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Fig. 9

Schematic diagram of the air system controller during regeneration

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Fig. 6

Effect of the POI2 timing changes on the exhaust emissions and torque over the MFBXaLoROHRmax at a different engine speed and MI quantity (POI1-OFF&POI2-ON)

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Fig. 10

Steady-state validation results of the feedback control parameters

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Fig. 11

Validation result of the fuel injection system control during DPF regeneration at 2000 rpm of engine speed and 8 bar of BMEP

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Fig. 12

CO and THC comparison result at the upstream and downstream of the DPF during regeneration under 2000 rpm of engine speed and 8 bar of BMEP

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Fig. 4

Effect of the POI2 and POI1 quantity changes on the exhaust gas temperature, emissions, and torque

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Fig. 5

Effect of the POI2 and POI1 timing changes on the exhaust gas temperature, emissions, and torque

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