Strategies for Achieving pre DPF Regeneration Temperatures using in Cylinder Post Injection on a Common Rail Diesel Engine with EGR, DOC and Intake Throttle IAV do Brasil Ltda

Format:

Conference/Event

Author/Creator:

Stenning, Stenning, author.

Conference Name:

SAE Brasil 2010 Congress and Exhibit (2010-10-05 : Sao Paulo, Brazil)

Language:

English

Physical Description:

1 online resource

Place of Publication:

Warrendale, PA SAE International 2010

Summary:

A DPF (Diesel Particulate Filter) is a device designed to removediesel particulate matter or soot from the exhaust gas of a dieselengine. Wall-flow diesel particulate filters usually remove 85% ormore of the soot. In addition to collecting the particulate, amethod must exist to clean the filter. Wall-flow filters aredesigned to burn off the accumulated particulate at regularintervals, and this can be achieved through engine modificationssuch as in-cylinder post injections, throttling of the intake air,and using the EGR valve during overrun all to achieve 630degC atthe DPF. Running the regeneration cycle too often, while keepingthe back pressure in the exhaust system low will use extra fuel,with increased oil dilution, which will increases the chances ofdiesel engine runaway and engine damage. Regenerating infrequentlyruns the risk of blocking the DPF and also causing engine damageand/or uncontrolled regeneration and possible DPF failure. Qualityregeneration control software is a necessity for longevity of theactive DPF system and control of the different techniques. Theoverall system needs to be robust and function regardless ofenvironmental conditions, driver style, drive cycle, ambientconditions such as altitude and also engine component tolerancessuch as fuel injector delivery, all in all a challenging task.This paper will discuss the details of some of the calibrationtechniques for achieving all of the targets. This is based onexperience gained from calibrating for production a 2.0-liter 4cyldiesel engine using common rail injection, EGR, DOC catalyst, VNT,intake air throttling, T4 temperature sensor, Pre cDPF temperaturesensor and Delta-P sensor across the DPF. With the DPF beingpackaged some 60 cm from Catalyst out. The schematic of the systemis shown

Notes:

Vendor supplied data

Publisher Number:

2010-36-0306

Access Restriction:

Restricted for use by site license