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Research Papers: Internal Combustion Engines

Effect of the Fuel Injection Strategy on Diesel Particulate Filter Regeneration in a Single-Cylinder Diesel Engine

[+] Author and Article Information
Sungjun Yoon

Department of Mechanical Convergence
Engineering,
Graduate School of Hanyang University,
Seoul 04763, South Korea
e-mail: yoon335@hanyang.ac.kr

Hongsuk Kim

Korea Institute of Machinery and Materials,
Daejeon 34103, South Korea
e-mail: hongsuk@kimm.re.kr

Daesik Kim

Department of Precision Engineering,
Gangneung-Wonju National University,
Gangwon-do 25457, South Korea
e-mail: dkim@gwnu.ac.kr

Sungwook Park

School of Mechanical Engineering,
Hanyang University,
Seoul 04763, South Korea
e-mail: parks@hanyang.ac.kr

Contributed by the IC Engine Division of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received January 26, 2016; final manuscript received March 2, 2016; published online April 26, 2016. Editor: David Wisler.

J. Eng. Gas Turbines Power 138(10), 102810 (Apr 26, 2016) (6 pages) Paper No: GTP-16-1032; doi: 10.1115/1.4033161 History: Received January 26, 2016; Revised March 02, 2016

Stringent emission regulations (e.g., Euro-6) have forced automotive manufacturers to equip a diesel particulate filter (DPF) on diesel cars. Generally, postinjection is used as a method to regenerate the DPF. However, it is known that postinjection deteriorates the specific fuel consumption and causes oil dilution for some operating conditions. Thus, an injection strategy for regeneration is one of the key technologies for diesel powertrains equipped with a DPF. This paper presents correlations between the fuel injection strategy and exhaust gas temperature for DPF regeneration. The experimental apparatus consists of a single-cylinder diesel engine, a DC dynamometer, an emission test bench, and an engine control system. In the present study, the postinjection timing was in the range of 40 deg aTDC to 110 deg aTDC and double postinjection was considered. In addition, the effects of the injection pressure were investigated. The engine load was varied among low load to midload conditions, and the amount of fuel of postinjection was increased up to 10 mg/stk. The oil dilution during the fuel injection and combustion processes was estimated by the diesel loss measured by comparing two global equivalences ratios: one measured from a lambda sensor installed at the exhaust port and one estimated from the intake air mass and injected fuel mass. In the present study, the differences of the global equivalence ratios were mainly caused by the oil dilution during postinjection. The experimental results of the present study suggest optimal engine operating conditions including the fuel injection strategy to obtain an appropriate exhaust gas temperature for DPF regeneration. The experimental results of the exhaust gas temperature distributions for various engine operating conditions are discussed. In addition, it was revealed that the amount of oil dilution was reduced by splitting the postinjection (i.e., double postinjection). The effects of the injection pressure on the exhaust gas temperature were dependent on the combustion phasing and injection strategies.

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References

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Figures

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Fig. 1

Test engine and fuel injection system

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Fig. 2

Schematics of the injection conditions

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Fig. 3

Comparison of the inlet and outlet temperatures at different injection pressures

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Fig. 4

Comparison of the THC conversion rates obtained at the different injection pressures

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Fig. 5

Comparison of the temperatures at the inlet and outlet of the DOC with 14 + 5 mg injection. The main injection was kept constant at 10 deg bTDC.

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Fig. 6

Comparison of the temperatures at the inlet and outlet of the DOC with 14 + 10 mg injection

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Fig. 7

Comparison of the CO emissions obtained with 14 + 5 mg injection and 14 + 10 mg injection at the inlet and outlet of the DOC

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Fig. 8

Comparison of the THC emissions obtained with 14 + 5 mg injection and 14 + 10 mg injection at the inlet and outlet of the DOC

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Fig. 9

Rate of heat release and accumulated heat release of postinjection with 14 + 5 mg injection

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Fig. 10

Comparison of the temperature of double postinjection at the inlet and outlet of DOC

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Fig. 11

The effect of postinjection quantity on IMEP

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Fig. 12

Comparison of the PM emissions obtained for the different injection conditions. In the case of double postinjection, the injection timing of one postinjection was kept constant at 80 deg aTDC whereas the other postinjection was swept.

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Fig. 13

Comparison of the diesel losses obtained with different postinjections

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