Impact Factors Analysis of Diesel Particulate Filter Regeneration Performance Based on Model and Test

Xiuyong Shi,Qiwei Wang,Yunfang Liang,Degang Jiang

doi:10.3390/pr9101748

Xiuyong Shi, Qiwei Wang + Show 2 more

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https://doi.org/10.3390/pr9101748

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Abstract

In the application of DPFs (diesel particulate filters), temperature prediction and control technology during the regeneration phase has always been a great challenge, which directly affects the safety and performance of diesel vehicles. In this study, based on theoretical analysis and sample gas bench test results, a one-dimensional simulation model is built with GT-POWER software. The effects of soot loading quantity and oxygen concentration on regeneration temperature performance are studied. Simulation results show that, when the soot loading quantity exceeds 46 g (12.7 g/L), the maximum temperature inside DPF during the regeneration phase would be higher than 800 °C, and the risk of burning crack would be high. When the oxygen concentration in the exhaust gas is low (lower than 7%), the fuel injected into exhaust gas fails to give off enough heat, and the exhaust gas temperature fails to reach the target regeneration temperature, hydrocarbon emission could be found from the DPF outlet position; when the oxygen concentration in the exhaust gas reaches 7% or above, the DPF inlet temperature could reach the target temperature, accompanied by less hydrocarbon emission. Combined with the simulation results, engine test bench validation was carried out. The results show that the simulation results and test results agree well.

Highlights

In recent years, with the continuous upgrading of internal combustion engine emission regulations worldwide, engine combustion technology itself has been limited to meet the requirements of emission regulations, and aftertreatment technology has been placed in an increasingly important position [1]
When the aftertreatment system is in DPF regeneration mode, a specific amount of fuel is injected into the engine combustion chamber through post injection of the engine fuel system, or directly injected into the front position of DOC through the HCI system
The results show that when the initial soot loading quantity is 15.5 g, the error between the test result and simulation result is between −6.0 and 3.8 ◦ C, and the relative error is −1.0–0.4%; when the initial soot loading quantity is 21.9 g, the error between the test result and simulation result is between −8.5 and 5.0 ◦ C, and the relative error is −1.4–0.8%; and when the initial soot loading quantity is 36.5 g, the error between the test value and simulation value is between −22.1 and 7.2 ◦ C, and the relative error is −3.7–1.1%

Summary

Introduction

With the continuous upgrading of internal combustion engine emission regulations worldwide, engine combustion technology itself has been limited to meet the requirements of emission regulations, and aftertreatment technology has been placed in an increasingly important position [1]. When the aftertreatment system is in DPF regeneration mode, a specific amount of fuel is injected into the engine combustion chamber through post injection of the engine fuel system, or directly injected into the front position of DOC (diesel oxidation catalyst) through the HCI (hydrocarbon injection) system. This part of fuel does not participate in the combustion process in the engine combustion chamber but enters the aftertreatment system. When high-temperature exhaust gas enters DPF, it chemically reacts with particles accumulated in DPF, oxidizing particles into gaseous matter, and exhausting into the atmosphere This is the regeneration process of DPF

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Results

Conclusion