scholarly journals Late Fuel Post-Injection Influence on the Dynamics and Efficiency of Wall-Flow Particulate Filters Regeneration

2019 ◽  
Vol 9 (24) ◽  
pp. 5384 ◽  
Author(s):  
José Ramón Serrano ◽  
Pedro Piqueras ◽  
Joaquín de la Morena ◽  
Enrique José Sanchis
Keyword(s):  
Fuel Consumption ◽  
Particulate Filter ◽  
Exhaust Gas ◽  
Post Injection ◽  
Gas Temperature ◽  
Diesel Particulate ◽  
Particulate Filters ◽  
Exhaust Temperature ◽  
Injection Parameters ◽  
Wall Flow

Late fuel post-injections are the most usual strategy to reach high exhaust temperature for the active regeneration of diesel particulate filters. However, it is important to optimise these strategies in order to mitigate their negative effect on the engine fuel consumption. This work aims at understanding the influence of the post-injection parameters, such as its start of injection and its fuel quantity, on the duration of the regeneration event and the fuel consumption along it. For this purpose, a set of computational models are employed to figure out in a holistic way the involved phenomena in the interaction between the engine and the exhaust gas aftertreatment system. Firstly, an engine model is implemented to evaluate the effect of the late fuel post-injection pattern on the gas properties at the exhaust aftertreatment system inlet in different steady-state operating conditions. These are selected to provide representative boundary conditions of the exhaust gas flow concerning dwell time, exhaust temperature and O 2 concentration. In this way, the results are later applied to the analysis of the diesel oxidation catalyst and wall-flow particulate filter responses. The dependence of the diesel particulate filter (DPF) inlet temperature is discussed based on the efficiency of each post-injection strategy to increase the exhaust gas temperature. Next, the influence on the dynamics of the regeneration of the post-injection parameters through the change in gas temperature and O 2 concentration is finally studied distinguishing the pre-heating, maximum reactivity and late soot oxidation stages as well as the required fuel consumption to complete the regeneration process.

Comparison of intake and exhaust throttling for diesel particulate filter active regeneration of non-road diesel engine with mechanical fuel injection pump

2020 ◽  
pp. 146808742092603
Author(s):  
Wonmo Kang ◽  
Sukang Pyo ◽  
Hongsuk Kim
Keyword(s):  
Fuel Consumption ◽  
Diesel Particulate Filter ◽  
Fuel Injection ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Air Mass ◽  
Filter Regeneration ◽  
Exhaust Temperature ◽  
Injection Pump ◽  
Fuel Injection Pump

Diesel particulate filter regeneration using intake and exhaust throttling is technically simple and economically efficient compared to other methods. The purpose of this study is to investigate not only the reasons for the increase in exhaust temperature during intake or exhaust throttling but also their feasibility as a diesel particulate filter regeneration technology. In this study, a non-road diesel engine having a mechanical fuel injection pump was used for experiments. The changes in exhaust temperatures were measured during intake and exhaust throttling for the no-load maximum revolutions per minute engine condition. The experimental results exhibited that both intake and exhaust throttling reduced the intake air mass flow rate and increased piston pumping, which then increased fuel consumption. These effects were the primary reasons for increasing the temperature of exhaust gases. In particular, intake throttling was more effective than exhaust throttling in terms of reducing the intake air mass flow rate. However, exhaust throttling caused larger pumping losses, resulting in higher fuel consumption. Furthermore, in case of exhaust throttling, engine combustion was possible even at high equivalence ratios because of the larger amounts of residual gases in the combustion chamber. In summary, exhaust throttling is more effective for regenerating a diesel particulate filter at a high temperature than intake throttling. In addition, this study verified the feasibility of diesel particulate filter regeneration using exhaust throttling through analyses of diesel particulate filter regeneration efficiency, fuel consumption, and exhaust concentration when regenerating the diesel particulate filter by increasing the exhaust temperature through exhaust throttling.

Modeling of Diesel Particulate Filter Regeneration under the Urban Dynamometer Driving Schedule

2012 ◽  
Vol 10 (1) ◽  
Author(s):  
Di Huang ◽  
Jason M. Keith
Keyword(s):  
State Standards ◽  
Particulate Filter ◽  
Transient Temperature ◽  
Dimensional Model ◽  
Thermal Regeneration ◽  
Diesel Particulate ◽  
One Dimensional ◽  
Deposit Thickness ◽  
Particulate Filters ◽  
Exhaust Temperature

Abstract Particulate Matter (PM) emissions from either on-road or off-road diesel engines are subject to federal and/or state standards. Recently, Diesel Particulate Filters (DPF) have been shown to be the most efficient way to reduce the PM emissions. However, DPFs need to be regenerated periodically. In order to predict when to regenerate the DPF under real-time driving conditions, a regeneration model for the DPF is needed. In this study, a transient one-dimensional model is used to track gas and solid temperatures and the particulate deposit thickness, and is studied under the Urban Dynamometer Driving Schedule (UDDS) which has variable exhaust flow rate, exhaust temperature, and PM concentration. In order to determine the best conditions, the thermal regeneration is initiated at different time points during the UDDS cycle. Moreover, we also calculate the transient temperature profile and the deposit thickness for each case. We found that the regeneration efficiency is the highest when the regeneration is initiated at 180 seconds into the UDDS cycle which corresponds to a period of extended city driving without stopping.

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

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Sungjun Yoon ◽  
Hongsuk Kim ◽  
Daesik Kim ◽  
Sungwook Park
Keyword(s):  
Fuel Injection ◽  
Injection Pressure ◽  
Operating Conditions ◽  
Particulate Filter ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Diesel Particulate ◽  
Injection Strategy ◽  
Dpf Regeneration ◽  
Exhaust Gas Temperature

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.

Cylinder Pressure Information-Based Postinjection Timing Control for Aftertreatment System Regeneration in a Diesel Engine—Part II: Active Diesel Particulate Filter Regeneration

2016 ◽  
Vol 138 (8) ◽  
Author(s):  
Hyunjun Lee ◽  
Jaesik Shin ◽  
Manbae Han ◽  
Myoungho Sunwoo
Keyword(s):  
Diesel Particulate Filter ◽  
Fuel Injection ◽  
Control Method ◽  
Particulate Filter ◽  
Exhaust Gas ◽  
Cylinder Pressure ◽  
Gas Temperature ◽  
Diesel Particulate ◽  
Dpf Regeneration ◽  
Exhaust Gas Temperature

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.

scholarly journals Computational model of the fuel consumption and exhaust temperature of a heavy duty diesel engine using MATLAB/SIMULINK

2020 ◽  
Vol 45 (4) ◽  
pp. 51-70
Author(s):  
Ifeanyi Dilibe
Keyword(s):  
Control System ◽  
Diesel Engine ◽  
Fuel Consumption ◽  
Exhaust Gas ◽  
Electronic Control ◽  
Gas Temperature ◽  
Brake Torque ◽  
Exhaust Temperature ◽  
Electronic Control System ◽  
Exhaust Gas Temperature

A model of a diesel engine and its electronic control system was developed to investigate the engine behaviour in a vehicle simulation environment. The modelled quantities were brake torque, fuel consumption and exhaust gas temperature and were based on engine speed and pedal position. In order to describe these outputs the inlet air flow and boost pressure were also modelled and used as inner variables. The model was intended to be implemented on board a vehicle in a control unit which had limited computational performance. To keep the model as computationally efficient as possible the model basically consists of look-up tables and polynomials. First order systems were used to describe the dynamics of air flow and exhaust temperature. The outputs enable gear shift optimization over three variables, torque for vehicle acceleration, fuel consumption for efficiency and exhaust temperature to maintain high efficiency in the exhaust after treatment system. The engine model captures the low frequent dynamics of the modelled quantities in the closed loop of the engine and its electronic control system. The model only consists of three states, one for the pressure build up in the intake manifold and two states for modelling the exhaust temperature. The model was compared to measured data from an engine test cell (as got in INNOSON NIG. LTD.) and the mean absolute relative error were lower than 6.8%, 7.8% and 5.8% for brake torque, fuel consumption and exhaust gas temperature respectively. These results were considered good given the simplicity of the model.

Vibration-Induced Ash Removal From Diesel Particulate Filters

2014 ◽  
Author(s):  
Alexander Sappok ◽  
Vincent Costanzo ◽  
Leslie Bromberg ◽  
Cole Waldo ◽  
Rob Salsgiver
Keyword(s):  
Fuel Consumption ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Diesel Particulate Filters ◽  
Particulate Filters ◽  
Cleaning System ◽  
Wide Range ◽  
Filter Operation ◽  
Useful Life ◽  
Ceramic Honeycomb

Ceramic, honeycomb-type diesel particulate filters (DPF) are commonly used in a wide range of on- and off-road diesel-powered vehicles and equipment to reduce particulate matter (PM) emissions to mandated levels. While the majority of the trapped PM can be removed from the filter through regeneration, incombustible ash builds up in the filter over time. The ash deposits are generally found accumulated in a porous layer along the channel walls, or packed as end-plugs towards the back of the filter channels. Ash accumulation in the filter restricts exhaust flow, reduces the filter’s soot storage capacity, and negatively impacts fuel consumption. In order to mitigate these deleterious impacts on filter operation, the particulate filter is periodically removed for ash cleaning. This study examines the effects of vibrations to remove and dislodge ash deposits from diesel particulate filters, particularly the ash accumulated toward the back of the channels and packed in plugs. Fundamental measurements of ash properties, combined with experiments utilizing full-size, field-aged particulate filters were conducted to ascertain the effects of specific vibration frequencies and acceleration levels on ash plug break-up and transport out of the DPF channels. The results show considerable potential for the application of controlled vibrations in an offline cleaning system to aid in the removal of ash deposits plugging filter channels, thereby reducing the ash-related impact on vehicle fuel consumption and extending the useful life of the particulate filter.

Simulating Area Conservation and the Gas-Wall Interface for One-Dimensional Based Diesel Particulate Filter Models

2008 ◽  
Vol 130 (6) ◽  
Author(s):  
Christopher Depcik ◽  
Dennis Assanis
Keyword(s):  
Classical Model ◽  
Particulate Filter ◽  
Gas Temperature ◽  
Flow Area ◽  
Diesel Particulate ◽  
One Dimensional ◽  
Flow Equations ◽  
Particulate Filters ◽  
Soot Loading ◽  
Physical Phenomena

Researchers have been using one-dimensional based models of diesel particulate filters (DPFs) for over two decades with good success in comparison to measured experimental data. Recent efforts in literature have expanded the classical model to account for the effects of varying soot layer thickness on the flow area of the gases. However, some discrepancies exist with respect to this formulation and the physical phenomena modeled in the channel equations. In addition, there is still some discussion regarding the calculation of the gas temperature within the soot and wall layers. As a result, this paper presents a model to discuss these different phenomena to remove or validate previous assumptions. In specific, formulation of the flow equations in area-conserved format (or quasi-one-dimensional) allows the model to account for the changes in the gaseous area as a function of soot loading. In addition, imposing thermodynamic equilibrium at the interface of the channels and wall layers allows the model to capture the thermal entrance lengths. These tasks were undertaken to illustrate whether or not the results justify the effort is worthwhile and this additional complexity needs to be incorporated within the model. By utilizing linear density interpolation in the wall to increase the computational efficiency of the code, it was determined that the classical model assumptions of neglecting soot thickness and gas temperature in the wall are valid within the range of typical DPF applications.

Diesel Particulate Filter Retrofit Screening Tests on a 1500 kW Gen Set Locomotive

2012 ◽  
Author(s):  
John Hedrick ◽  
Steve Fritz ◽  
Michael Jaczola ◽  
Harold Holmes
Keyword(s):  
Fuel Consumption ◽  
Screening Tests ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Particulate Filters ◽  
The Us ◽  
Us Epa ◽  
Emission Limit ◽  
Tier 3 ◽  
Generator Sets

One of the California Air Resources Board’s highest priorities is to reduce NOx and PM emissions from diesel engines. To support this goal, this project evaluated two different brands of experimental diesel particulate filters (DPF’s) on a 1,500 kW GenSet Switcher locomotives to determine their efficiency at reducing PM for this application. The locomotive used for these tests was UPY2737, an NREC Model 3GS-21B Ultra Low Emissions Locomotive (ULEL) originally manufactured in 2007. This is one of 70 of this type of locomotive operating in California. These locomotives are powered by three EPA Tier 3 nonroad, 522 kW, diesel engine driven generator sets. Upon receipt, the locomotive was baseline emission tested and the results were provided to two DPF system suppliers. Experimental DPF’s provided by these suppliers were then installed and tested using only one of the three engine-gen sets. The experimental DPF provided by Supplier “A” reduced PM emissions by 92 percent from baseline switch cycle levels, or 77 percent below the US EPA Tier 4 locomotive PM emission limit. Additionally this system essentially did not change the NOX emissions and cycle weighted fuel consumption from the engine. The experimental DPF provided by Supplier “B” also showed no significant change in the switch cycle weighted fuel consumption and NOX emission and reduced the PM emissions by 88 percent, which is 63 percent below the Tier 4 locomotive PM emissions limit. Based on these successful screening test results, projects are underway to equip all three engines with production intent retrofit DPF systems on two revenue service locomotives, one for each of the two DPF suppliers.

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