六缸柴油机汽缸体主要加工面工艺分析及对应刀具设计
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六缸柴油机汽缸体主要加工面工艺分析及对应刀具设计,柴油机,汽缸,主要,加工,工艺,分析,对应,刀具,设计
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零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 10 页毛坯种类铸铁每批件数1定心钻160080.4400内冷直槽钻2200100.2550枪钻150068.3110复合扩刀88066.9/69.9250铰刀32024.6100锪刀100053.4150复合钻185078.5/83.1350铰刀55023.8160 磁力弯板式夹具合金钻280079.2450合金钻190071/74.7450深孔钻86020130 磁力弯板式夹具面铣刀350176850麻花钻1000130.4/136.785 磁力弯板式夹具编制校对审核会签Deutz 1013柴油机工序内容及要求工序名称1.打 16中心孔2.钻 14.5深353.钻 14.5深2724.扩 24.2深71/ 25深59/倒30角5.铰 24.5深68.51.锪6- 6深44（曲轴中心线为基准）2.钻6- 6/ 8.3/倒角30加工活塞润滑孔1切削速度m/min进给量r/min加工100面方向油孔1.铣700面，100面和2- 19销孔定位2.钻6- 28单体泵孔下端孔（工作台转位，加工挺柱孔）1.打 16中心孔2.钻6- 20引导孔3.钻6- 27挺柱孔上端孔4.钻6- 20挺柱孔下端孔1.锪 16.8孔2.钻 13.5/倒角2453.铰 13.8H8孔加工油尺孔加工顶面油孔1.打 9中心孔2.钻 7.8深223.钻 7.4深162加工单体泵孔及挺柱孔加工中心加工中心工艺装备同时加工件数主轴转速r/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心加工中心切削用量工序号2627282930加工中心零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 11 页毛坯种类铸铁每批件数1气动扳手扭矩扳手 磁力弯板式夹具粗镗刀22061.940粗镗刀25053.440面铣刀350176850粗镗刀22061.940粗镗刀25053.440粗镗刀28079.340粗镗刀25053.440倒角刀24053.435差补铣刀65081.7100倒角刀24053.435粗镗刀710110.6120差补铣刀65081.7100粗镗刀840109.3130编制校对审核会签Deutz 1013柴油机工序内容及要求工序名称粗加工轮系孔一.从300面加工1.粗镗曲轴孔 89.52.粗镗凸轮轴孔 683.粗铣后端面二从400面加工1.粗镗曲轴孔 89.52.粗镗凸轮轴孔 68装瓦盖，打字进给量r/min半粗加工轮系孔1.镗4- 90.25H9曲轴孔2.粗镗4- 68.7H7凸轮轴孔3.倒角4- 70.6204.镗马达孔 103.65.马达孔倒角2.2366.镗助力泵孔 49.67.助力泵孔倒角1368.镗调速器孔 41.41.清理瓦口面，瓦盖及螺栓孔2.装定位套，合把瓦盖3.打字磨上下平面1.磨上平面，总高尺寸446+0.102.磨下平面，总高尺寸445+0.10工艺装备同时加工件数主轴转速r/min1切削速度m/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备平面磨床切削用量工序号31323334加工中心加工中心零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 12 页毛坯种类铸铁每批件数1精镗杆35099.535差补铣刀34080150精镗刀35070.335精镗刀420137.235精镗刀100015785精镗刀1200158.3110精镗刀1400132120合金钻头450073.5350深度表量规面铣刀350176850粗镗刀24094.260粗镗刀28011850粗镗刀300112.860差补铣刀20062.860精铣刀340136.435精铣刀340132.435精铣刀320135.430100-135内径杠杆千分表编制校对审核会签1.镗4- 90.5H6曲轴孔2.镗 11432止推面3.镗4- 69H6凸轮轴孔4.镗 104H7马达孔5.镗 50H7助力泵孔6.镗 42H7调速器孔7.镗 30H7惰轮轴孔8.钻 5.2油孔工艺装备磁力弯板式夹具同时加工件数主轴转速r/min1切削速度m/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心加工中心精铣上平面，加工缸孔1.测量曲轴孔两端取平均值2.精铣上平面3.半精镗上缸孔4.半精镗止孔5.半精镗下缸孔6.差补镗上缸孔倒角7.差补镗下缸孔倒角8.精镗下缸孔9.精镗上缸孔10.精镗止孔Deutz 1013柴油机切削用量工序号3536进给量r/min工序内容及要求工序名称精加工轮系孔零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 13 页毛坯种类铸铁每批件数1 磁力弯板式夹具复合扩刀110075250精镗刀1800122.7180铰挤刀36024.9100 22环规麻花钻1000130.4/136.785复合扩刀350 34.7/45.7/47.985精镗刀1300129.580铰挤刀12012.135精镗刀铰挤刀10013.2/13.840合金钻280079.2450内冷合金钻420089.7500底锥24061.25编制校对审核会签Deutz 1013柴油机工序名称1.扩 212.扩 21.73.铰 22.01+0.02工序内容及要求1.打12- 9中心孔2.钻12- 6.7孔，深203.攻12-M8螺纹孔，深15.51.铣700面，以100面及2- 19定位销孔，以凸轮轴测尺寸，214+0.12.钻 43.5/36倒角/ 41.5H7（导向用）3.扩 31/ 38倒角604.差补铣700面214-0.15.扩 31.76.铰/挤 32H7 粗糙度0.87.扩 41.7/ 43.7粗糙度0.88.铰/挤 42H8/ 44H7 粗糙度0.8加工700面螺纹孔加工单体泵孔加工挺柱孔1切削速度m/min176113.1进给量r/min85080工艺装备面铣刀多刃铣刀 磁力弯板式夹具同时加工件数主轴转速r/min1501800机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心加工中心切削用量工序号373839加工中心零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 14 页毛坯种类铸铁每批件数1定心钻16008.4400麻花钻30026.480复合扩刀50049.8/59.780铰刀30030.195定心钻15008420麻花钻40025.280扩刀60028.485倒角刀10003080锪刀120042100导向套编制校对审核会签1切削速度m/min进给量r/min加工主轴承润滑孔及单体泵反向孔1.打7- 9中心孔2.钻7- 8深253.扩7- 8深1504.倒单体泵反向孔角60，深1.55.锪 43孔口平面加工键槽1.缸体的单体泵孔装导向套并用螺钉紧固2.拉刀清理干净，沾拉削液3.把拉刀装入连接轴中，用销钉固定4.拉削工序内容及要求Deutz 1013柴油机工艺装备磁力夹具+10度垫板及辅助垫拉刀连接轴 拉刀同时加工件数主轴转速r/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心加工中心加工油门控制孔1.打中心孔2.钻 28深643.扩 31.6深10.2/倒角3.5604.铰 32H9 粗糙度1.6工序名称切削用量工序号404142单臂龙门刨床零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 2 页毛坯种类铸铁每批件数1弯板式夹具 19H7环规面铣刀300150.8900面铣刀300150.8900粗铣刀350110200板式夹具板式夹具粗镗刀25049.4540差补铣刀240090.5120复合扩刀45056.6100粗镗刀30096.165粗镗刀65098130编制校对审核会签1切削速度m/min进给量r/min要求按划线加工1.10定位销孔；按销孔位置加工瓦口。半精精铣100面加工定位孔 粗铣瓦口1.半精铣后端面。2.半精铣前端面。3.刀校R114.5（ 80棒铣刀差补铣）。要求后端定位销孔为基准，保证95.5（300面），82.5（310面），84.50.2（320面），91.20.2（330面）；各端面粗糙度要求12.5。半精铣两端面，刀校R114.5Deutz 1013柴油机工序内容及要求工艺装备15-30内径杠杆千1000游标卡尺0-125游标卡尺同时加工件数主轴转速r/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备数显镗床加工中心工序名称切削用量工序号678加工中心1.镗3.2孔，凸轮轴孔 65（一次粗镗） 68（二次粗镗）。2.划3.7孔端面，铣 29.6孔深5， 50 77刀检。3. 3.8孔 钻 30镗 40 距后端面销孔72.6-0.05，锪平面距销孔90.7-0.5。4. 3.9孔 镗 102通孔。5. 3.10孔 镗48通孔（助力泵孔）。6. 3.11孔 划端面 49.5+0.5 距销孔76.5。粗加工轮系孔及孔口端面零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 3 页毛坯种类铸铁每批件数1复合扩刀35045.1/49.5110粗镗缸孔刀24094.260粗镗刀24094.260粗镗刀2409.450面铣刀300150.8900定心钻170074.8300内冷合金钻2900109.3580内冷扩刀180086.7500丝锥2009.42复合扩刀130076.4230铰刀40022.6120弯板式夹具编制校对审核会签1切削速度m/min进给量r/min1.半精铣上平面。2.加工26-M14螺栓孔 打 26- 16 中心孔扩 26- 12 孔扩 26- 15 孔倒角 26-145攻26-M14螺栓孔3.加工顶面定位销 镗（扩）2- 17.5 深11铰2- 18 深9Deutz 1013柴油机工序内容及要求工序名称半精铣上平面，及上面孔1.粗镗上缸孔6- 118。2.粗镗下缸孔6- 116。3.粗镗缸孔止口6- 127。4.下缸孔倒角 121.8+0.2152工艺装备磁力弯板式夹具75-125内径千分尺100-1600.01 内径百分表同时加工件数主轴转速r/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备双面卧式两工位铣削组合机床镗床粗镗缸孔，刀检缸孔水腔1.铣700面。2.粗锪6- 30。3.粗镗6- 41单体泵上端孔（为钻燃油道打基础）/倒角 4756粗镗单体泵上端孔切削用量工序号91011双面卧式两工位铣削组合机床零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 4 页毛坯种类铸铁每批件数1面铣刀350110200面铣刀350110200定心钻160065.3250直钻槽140090.2420直钻槽140081.4420内冷合金钻2500109.9600复合扩刀140072.5/86.4300铰刀40025.1150丝锥18092定心钻160065.3250内冷合金钻250080.1500扩刀160070.4400底锥2509.41.75内冷合金钻420089.7500编制校对审核会签1.打 16中心孔42个。2.钻2- 10.2孔。3.扩 14H11孔。4.攻2-M12螺纹孔。5.倒角145。6.钻 9孔。Deutz 1013柴油机工序内容及要求工序名称1.半精铣瓦口面 99.5 。2.精铣瓦口面100.2+0.1 要求瓦口粗糙度1.6，平面度0.02半精，精铣瓦口面工艺装备同时加工件数主轴转速r/min1切削速度m/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心卧式加工中心加工瓦盖螺孔及输送孔等1.打中心孔。2.钻 20孔。3.钻3- 18.5孔。4.扩14- 14孔。5.扩14- 17.2/19.65/倒角。6.镗14- 19.95H8。7.攻14-M16螺孔切削用量工序号121314加工中心进给量r/min加工底面螺栓孔零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 5 页毛坯种类铸铁每批件数1合金钻280079.2450底锥24061.25M8螺纹塞规M12螺纹塞规1-125游标卡尺片铣刀19044.840板式夹具塞规板式夹具三坐标检测1-125游标卡尺板式夹具面铣刀350176850面铣刀350176850三坐标检测0-1000游标卡尺编制校对审核会签一次精铣后端面，精铣前端面1一次精铣后端面。2.精铣前端面工序名称 7.钻40- 6.7孔。8.攻40-M8螺纹孔。9.倒角145瓦座开档1.从后端面进刀开瓦档。2.从前刀面进刀开瓦档粗镗曲轴半圆孔粗镗7- 87曲轴半圆孔。以定位销和600面定位。加工底面螺栓孔Deutz 1013柴油机工序内容及要求以定位销孔为基准，镗瓦片槽同时加工件数主轴转速r/min1切削速度m/min进给量r/min镗瓦片槽数显镗床加工中心工艺装备磁力弯板式夹具平板式夹具机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心数显镗床切削用量工序号1516171819卧式加工中心零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 6 页毛坯种类铸铁每批件数1定心钻170074.8300内冷直槽钻130081.7400枪钻120075.495复合扩刀100064.4/73.8250丝锥20013.81.5内冷直槽钻250098.2500枪钻170066.8120扩刀180087.6500底锥250111.5定心钻170074.8300内冷直槽钻240074.5430枪钻230072.3120扩刀200078.5400锪刀120076.2150底锥250111.5定心钻170074.8300内冷直槽钻130081.7400枪钻120075.495复合扩刀100064.4/73.8250底锥20013.81.5编制校对审核会签进给量r/min1.打中心孔2.钻前端面主油道引导孔3.钻前端面主油道孔4.扩前端面主油道口螺纹底孔 20.5， 23.2深17.55.攻前端面主油道口螺纹孔M221.56.钻前端面副主油道引导孔 12.5深307.钻前端面副油道引导孔 12.5深4208.扩前端面副油道孔口 15深5.59.攻前端面副油道口螺纹孔M141.5深1310.打中心孔11.钻前端面燃油道引导孔12.钻前端面燃油道孔 10与 42接通13.扩前端面燃油道孔口螺纹底孔 12.5深2014.锪前端面燃油道孔口 20.2深0.315.攻前端面燃油道螺纹孔M141.5深1316.打中心孔17.钻后端面主油道引导孔 20深4018.钻后端面主油道孔 20深43019.扩后端面主油道螺纹底孔 20.5 23.2深18.520.攻后端面主油道孔口螺纹孔M221.5深11.5加工主油道，副主油道，燃油道Deutz 1013柴油机工序内容及要求工序名称工艺装备同时加工件数主轴转速r/min1切削速度m/min切削用量工序号20机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 7 页毛坯种类铸铁每批件数1内冷直槽钻250098.2500枪钻170066.8120定心钻170074.8300直槽钻240074.5430枪钻230072.3120扩刀200078.5400扩刀120076.2150底锥2501115引导钻58049.2100枪钻58049.2100复合扩刀55050.1140铰刀22020.485扩刀45040.3110铰刀2202085复合扩刀45040110合金钻65048.6180复合扩刀55049.2/53.6150编制校对审核会签21.钻后端面副油道引导孔 12.5深3022.钻后端面副油道孔 12.5深42023.打中心孔24.钻后端面燃油道引导孔 10深3025.钻后端面燃油道孔 10与 42接通26.扩后端面燃油道孔口螺纹底孔 12.5深2627.锪后端面燃油道孔口 20.2深628.攻后端面燃油道孔口螺纹孔M141.5深1929.钻引导孔 27深2030.钻通孔 27深54531.扩导向孔 29及倒角32.铰 29.5导向孔33.扩 28.5孔34.铰 29孔35.扩 27.6及倒角36.铰 28+0.025-0.008孔37.铰 30+0.033 孔38.钻 23.8深17539.扩 28.5/30.7深25加工主油道，副主油道，燃油道Deutz 1013柴油机工序内容及要求工序名称1切削速度m/min19.419.4进给量r/min8585工艺装备铰刀铰刀同时加工件数主轴转速r/min220220切削用量工序号101机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 8 页毛坯种类铸铁每批件数1复合扩刀65024.6/25.7150中锥120121.5平板式夹具18环规面铣刀300150.8900面铣刀300150.8900面铣刀350176350350176350内冷合金钻 290010.93580扩刀180087.6500扩刀36020.170铰刀40022.6120定心钻160080.4400合金钻280079.2450合金钻280079.2450合金钻190080.6450内冷合金钻3400108.8350编制校对审核会签Deutz 1013柴油机工序内容及要求工序名称1切削速度m/min15.7进给量r/min40加工500面孔1.打8 16中心孔2.打17 9中心孔3.钻9 9深2沉孔4.打2 13.5中心孔5.钻2 10.2深28孔半精，精铣500面，200面，加工定位削孔1.半精铣500面，半精铣510面2.半精铣200面，220面，210面，240面3.精铣500面，510面4.精铣200面，220面5.钻2- 12孔6.扩2- 15孔7.扩2- 17.78.铰2- 18H8削孔加工主油道，副主油道，燃油道工艺装备铰刀18-35内径杠杆百同时加工件数主轴转速r/min200机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心卧式加工中心40.扩孔/倒角 24.6/ 25.73641.铰 25+0.025-0.00842.攻丝M301.5切削用量工序号202122加工中心零件名称汽缸体零件图号共 14 页零件材料 合金铸铁第 9 页毛坯种类铸铁每批件数1枪钻170064120底锥24061.25内冷直槽钻140090.2420复合扩刀75051.8/65.3190铰刀34029.9105复合扩刀35039.5/50120复合扩刀50050.3/56/58.980铰刀25028.380复合扩刀35049/51.7120铰刀1702480底锥24061.25合金钻280079.2450底锥24061.25内冷合金钻3400108.8550中锥2509.41.75内冷合金钻2800110580底锥24061.25底锥220112精镗刀1800124.4110内冷直槽钻140090.2420内冷合金钻3400108.8550编制校对审核会签Deutz 1013柴油机工序内容及要求工序名称加工500面孔6.钻2- 12.5深165（与主油道通）7.攻9-M8深15.5螺纹孔8.钻 20深31孔9.扩 22/ 27.65孔10.铰 28H9孔11. 34H7/ 43孔进给量r/min1.加工15-M8-b型螺纹2.加工5-M8-b3型孔3.加工4-M8-b1型孔4.加工5-M10-c1型螺纹6.加工2-M16螺纹7.加工M141.5孔加工后端面孔加工前端面孔1.加工M8螺纹孔2.加工M16螺纹孔3.加工定位销孔4.钻 20深15输送孔5.钻2- 10.5深27孔1.扩 35.7深182.铰 36H8深153.扩10- 44.6深154.铰10- 45H8深15加工200面塞片孔工艺装备同时加工件数主轴转速r/min1切削速度m/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备加工中心卧式加工中心切削用量工序号232425加工中心加工中心零件名称汽缸体零件图号共14页零件材料 合金铸铁第1页毛坯种类铸铁每批件数1面铣刀编制校对审核会签粗铣两侧面曲轴半圆孔中心为定位点。按划线加工，粗铣500面和200面，保证左上和左下侧面177（500），右下侧面177（200）；两下侧面间尺寸3500.2，两上侧面间尺寸2740.2，各面粗糙度要求25。粗刨上下面1.刨上面（600面）2.刨下面（100面）保证两面间尺寸449.50.2划2- 19定位销孔线在100面内，以Zy1.1缸孔为定位点，300面为定位面。保证定位销孔位置尺寸97（300），133（Zy1.1）；两销孔间尺寸570。粗铣两端面1.粗铣300面，按线加工。2.粗铣400面，按线加工。保证两面间尺寸847，各面粗糙度要求25。1切削速度m/min进给量r/min划线以曲轴半圆孔中心为第一定位点。按图纸外形尺寸及各主要缸孔位置划出孔中心线及100面，400面等各面的加工线及找正线。Deutz 1013柴油机工序名称工序内容及要求数显镗床平台工艺装备500游标卡尺同时加工件数主轴转速r/min机械加工工艺过程卡产品名称及型号零件质量（kg）设备平台单臂刨床切削用量工序号12345数显镗床Sungjun YoonDepartment of Mechanical ConvergenceEngineering,Graduate School of Hanyang University,Seoul 04763, South Koreae-mail: yoon335hanyang.ac.krHongsuk KimKorea Institute of Machinery and Materials,Daejeon 34103, South Koreae-mail: hongsukkimm.re.krDaesik KimDepartment of Precision Engineering,Gangneung-Wonju National University,Gangwon-do 25457, South Koreae-mail: dkimgwnu.ac.krSungwook ParkSchool of Mechanical Engineering,Hanyang University,Seoul 04763, South Koreae-mail: parkshanyang.ac.krEffect of the Fuel InjectionStrategy on Diesel ParticulateFilter Regeneration in a Single-Cylinder Diesel EngineStringent emission regulations (e.g., Euro-6) have forced automotive manufacturers toequip a diesel particulate filter (DPF) on diesel cars. Generally, postinjection is used asa method to regenerate the DPF. However, it is known that postinjection deteriorates thespecific fuel consumption and causes oil dilution for some operating conditions. Thus, aninjection strategy for regeneration is one of the key technologies for diesel powertrainsequipped with a DPF. This paper presents correlations between the fuel injection strat-egy and exhaust gas temperature for DPF regeneration. The experimental apparatus con-sists of a single-cylinder diesel engine, a DC dynamometer, an emission test bench, andan engine control system. In the present study, the postinjection timing was in the rangeof 40deg aTDC to 110deg aTDC and double postinjection was considered. In addition,the effects of the injection pressure were investigated. The engine load was varied amonglow load to midload conditions, and the amount of fuel of postinjection was increased upto 10mg/stk. The oil dilution during the fuel injection and combustion processes was esti-mated by the diesel loss measured by comparing two global equivalences ratios: onemeasured from a lambda sensor installed at the exhaust port and one estimated from theintake air mass and injected fuel mass. In the present study, the differences of the globalequivalence ratios were mainly caused by the oil dilution during postinjection. The exper-imental results of the present study suggest optimal engine operating conditions includingthe fuel injection strategy to obtain an appropriate exhaust gas temperature for DPFregeneration. The experimental results of the exhaust gas temperature distributions forvarious engine operating conditions are discussed. In addition, it was revealed that theamount of oil dilution was reduced by splitting the postinjection (i.e., double postinjec-tion). The effects of the injection pressure on the exhaust gas temperature were dependenton the combustion phasing and injection strategies. DOI: 10.1115/1.4033161IntroductionMore stringent emission regulations have forced automotivemanufacturers to equip various aftertreatment systems such as adiesel oxidation catalyst (DOC) and DPF on diesel cars 1. How-ever, particulate matter (PM) accumulates in the filter causingincreased backpressure, pumping losses, and deterioration of thefuel efficiency. Thus, DPF regeneration should be regularly per-formed to prevent excessive backpressure. For DPF regeneration,the DPF should be kept at a high temperature above 625?C to oxi-dize PM 2. Unlike the high-load condition where a high temper-ature can be achieved by simply retarding the injection timing, atthe low-medium load condition, it is effective to utilize the oxida-tion exothermic reaction of the DOC which is installed at the frontof the DPF 3. The exothermic reaction of the DOC requiresenough HC emissions and a high temperature of about 350?C. Inthis research, a reaction postinjection strategy was adopted and aparametric study was conducted to perform DPF regeneration atlow to medium loads.The postinjection strategy is generally known as a method toreduce PM emissions with keeping NOxemissions the same47. The fuel injected after main injection promotes soot oxida-tion by enhancing mixing in the high PM region formed by themain injection and decreases soot formation by producing a morehomogeneous fuelair mixture 812. Thus, the engine-out PMemissions, which are the result of a complex balance between for-mation and oxidation, can be reduced 4,13. On the other hand,CO and HC emissions could be excessively increased by postin-jection 8,14,15. Another problem of postinjection is oil dilution.Because additional fuel is used to achieve the target temperature,the oil dilution was determined for each condition evaluated inthis study. While early-cycle postinjection can ignite the postin-jection fuel almost completely, late-cycle postinjection hardlyignites the postinjection fuel. The unburned fuel can facilitate theexothermal reaction and interact with the lubrication film. Thus, itcauses oil dilution and deteriorated engine lifespan 3,16.The main purpose of this research was to evaluate the tempera-ture for DOC heating and DPF regeneration. Thus, the tempera-ture of the DOC inlet and DOC outlet (e.g., DPF inlet) wascompared without installing the DPF. Finally, the oil dilutions forall of the injection strategies were determined by calculatingdiesel losses.Experimental SetupThe engine used in this study was a single-cylinder engine witha displacement of 373.3cc and a compression ratio of 17.8. Theengine was operated by a 55kW DC dynamometer. The injectorhas six holes with a nozzle hole diameter of 0.128mm and a sprayincluded angle of 156deg. The fueling system consists of aplunger pump, a pressure regulator, and a common rail. To controlthe engine operating conditions, an embedded controller was usedas an engine control unit (ECU), and the system consists of an em-bedded control unit, chassis, and various modules. In order toContributed by the IC Engine Division of ASME for publication in the JOURNALOFENGINEERING FORGASTURBINES ANDPOWER. Manuscript received January 26, 2016;final manuscript received March 2, 2016; published online April 26, 2016. Editor:David Wisler.Journal of Engineering for Gas Turbines and PowerOCTOBER 2016, Vol. 138 / 102810-1CopyrightVC2016 by ASMEDownloaded From: /pdfaccess.ashx?url=/data/journals/jetpez/935214/ on 05/21/2017 Terms of Use: /about-asme/terms-of-usecontrol the system, field programmable gate array (FPGA) andreal-time (RT) system control code was designed. The detailedspecifications are listed in Table 1, and a diagram of the testengine and fueling system is shown in Fig. 1.Combustion pressure data were received through a piezoelectrictransducer installed instead of the glow plug, and exhaust emis-sions were measured by a five-gas analyzer emission bench andsmoke meter. The data were recorded using a data acquisitionboard. The engine performance data such as the heat release rateand indicated mean effective pressure (IMEP) were calculatedusing the pressure data. To confirm the exothermic effect of theDOC, the DOC was installed at a location 35cm from the exhaustport, and the thermocouples were installed at a location 6cm fromboth the inlet and outlet of the DOC. The DOC specifications arelisted in Table 2. To calculate the diesel loss, a lambda sensor wasinstalled at the inlet of the exhaust pipe.In this research, for the optimized condition for DOC heatingand DPF regeneration, the postinjection start of injection was sweptevery 10deg from 40deg aTDC to 110deg aTDC. The effect ofchanging the postinjection fuel quantity was evaluated with postin-jection fuel quantities of 5 and 10mg. For better temperature andoil dilution characteristics, splitting postinjection (e.g., double post-injection) was considered and compared with single postinjectionwhile fixing the one postinjection timing at 80deg aTDC. Themethodology of this approach is described in Fig. 2.ResultsEffect of the Single Injection Strategy on the ExhaustTemperature. Prior to testing the effect of the postinjection strat-egy on the exhaust temperature, the exhaust temperatures weremeasured for the single injection cases in order to investigate theeffects of the main injection timing on the exhaust temperature. InFig. 3, the temperatures of the DOC inlet and outlet obtained withdifferent injection pressures are compared. The solid line repre-sents the temperature of the inlet, and the dashed line correspondsTable 1Specifications of the test engine and direct injectorDescriptionSpecificationEngineTypeSingle-cylinder direct injection (DI) engineBore?stroke (mm)75.0?84.5Displacement volume (cc)373.3Compression ratio17.8Valve typeDOHC 4Intake valveOpenbTDC 8 degCloseaBDC 52 degExhaust valveOpenbBDC 8 degCloseaTDC 38 degInjectorNumber of injector holes6DI systemCommon railNozzle hole diameter (mm)0.128Spray included angle (deg)156Fig. 1Test engine and fuel injection systemTable 2Specification of the DOCDescriptionSpecificationDOCDiameter (mm)118.4Length (mm)100Cell density (N, cpsi)400Catalyst coating amount (g/ft3)60 Pt only102810-2 / Vol. 138, OCTOBER 2016Transactions of the ASMEDownloaded From: /pdfaccess.ashx?url=/data/journals/jetpez/935214/ on 05/21/2017 Terms of Use: /about-asme/terms-of-useto the temperature of the outlet. By increasing the injection pres-sure from 50MPa to 100MPa, the temperature decreased by about20deg, and by retarding the injection timing, the temperatureincreased in a quadratic manner as displayed by the dashed-dottedline which was generated by polynomial fitting. The outlet tem-perature shows a similar trend as the inlet graph but, because theCO and HC emissions are not enough to raise the outlet tempera-ture by single injection, the outlet temperatures are lower than theinlet temperatures.Whereas the CO conversion rates for every injection timing are100%, the total hydrocarbon (THC) conversion rate is relativelylow around a value of 30% except for the TDC case, which hasthe highest exhaust temperature. The THC conversion rate at50MPa is slightly higher, as shown in Fig. 4, because the 50MPacase has a higher exhaust temperature. Thus, the exhaust tempera-ture does not reach the DOC activation temperature and CO canbe converted at a lower temperature. In conclusion, consideringthe CO emission, HC emission, and exhaust temperature results,single injection at low-medium loads needs additional fuel injec-tion for DPF regeneration, and a low injection pressure is suitablefor DPF regeneration.Effect of the PostinjectionStrategyon the Exhaust Temperature.To conduct the postinjection experiment, the injection pressurewas fixed at 50MPa, and the main injection timing was fixed at10deg bTDC. In Figs. 5 and 6, with increasing the postinjectionfuel quantity, the temperatures at both the inlet and outlet of theDOCincreasedgreatly,especiallytheoutlettemperature.Fig. 2Schematics of the injection conditionsFig. 3Comparison of the inlet and outlet temperatures at dif-ferent injection pressuresFig. 4Comparison of the THC conversion rates obtained atthe different injection pressuresFig. 5Comparison of the temperatures at the inlet and outletof the DOC with 1415mg injection. The main injection waskept constant at 10deg bTDC.Fig. 6Comparison of the temperatures at the inlet and outletof the DOC with 14110mg injectionJournal of Engineering for Gas Turbines and PowerOCTOBER 2016, Vol. 138 / 102810-3Downloaded From: /pdfaccess.ashx?url=/data/journals/jetpez/935214/ on 05/21/2017 Terms of Use: /about-asme/terms-of-useWhereas the temperature at the inlet of the DOC decreased from70deg aTDC, the temperature at the outlet of the DOC increasedas the postinjection timing was retarded. Finally, the outlet tem-perature from 80deg aTDC with 5mg injection and 70deg aTDCwith 10mg injection became higher than the inlet temperature. Asthe postinjection timing is retarded, the pressure and temperatureat the point of injecting the postinjection fuel decrease. Thus, COand HC formation rise sharply, and the DOC oxidation exother-mic reaction becomes more dominant than heat loss. When inject-ing before the reverse point, because the temperature of the DOCinlet is high, this point is advantageous for DOC heating. On theother hand, after the reverse point, because the outlet temperatureis high and the inlet temperature is low, it is suitable for DPFregeneration but unfit for DOC heating. After the postinjectiontiming of 80deg aTDC, the outlet temperatures for both 145mgand 1410mg injections decrease. Thus, 80deg aTDC is the bestpostinjection timing for DPF regeneration.In Fig. 7, in the range of 4070deg aTDC, the 145mg injec-tion case has very low emissions and a great quantity of carbonmonoxide in the 1410mg injection case. CO formation ishighly influenced by the equivalence ratio which is increased bythe additional postinjection fuel to achieve the target temperature.In the range of 4070deg aTDC, despite a temperature higherthan 350?C, which is high enough to heat the DOC, the outlet car-bon monoxide emissions are very high. The high carbon monox-ide emissions above 20,000ppm cannot be oxidized by the DOC.After 80deg aTDC, because the temperature and pressure are toolow to form CO, the emissions decrease as the retarded postinjec-tion timing increases.In Fig. 8, the THC emissions with 145mg and 1410mghave similar trends with a peak emission at 80deg aTDC anddecreasing emissions after this point. It is known that heat is gen-erated at the DOC by oxidizing CO and HC and the peak tempera-tures in Figs. 5 and 6 both occur at 80deg aTDC. Whereas CO isemitted greatly before 70deg aTDC, THC has the highest value at80deg aTDC. Therefore, it is seen that THC more influence theexhaust temperature.The temperature, CO, and HC emission results all have a peakvalue at 70 or 80deg aTDC. Upon examining Fig. 9 to determinethe reason why they have peak values at 70 or 80deg aTDC, therate of the heat release rise and accumulated heat release from70deg aTDC injection suddenly decrease. Fuel energy is not usedto increase the pressure because the temperature and pressure arenot high enough when injecting after 70deg aTDC. Thus, the COand THC emissions rise drastically, and the temperature alsoincreases due to the DOC exothermic reaction. On the other hand,after 80deg aTDC, there is a rapid decrease of pressure andtemperature in the cylinder in which CO and HC formation alsodecrease. In addition, the postinjection fuel causes wall wettingphenomenon which lead to a decrease of the engine life expect-ancy due to the lowered viscosity of oil. However, after 80degaTDC, whereas the temperature drop is relatively small, the THCand CO emissions decrease drastically. Thus, after and near80deg aTDC is the suitable range for increasing the temperatureand decreasing CO and THC emissions.Effect of the Double Postinjection Strategy on the ExhaustTemperature and IMEP. The DOC inlet temperature is relatedto DOC preheating, and the DOC outlet temperature is related toDPF regeneration. Thus, in this research, as the method to heatboth the inlet and outlet of the DOC under the low-medium loadcondition, the dual postinjection strategy is selected. Based on theresults of single postinjection, the highest temperature of the DOCoutlet was accomplished when injecting at 80deg aTDC due todrastic increases of the THC and CO emissions. Thus, in thisresearch, the one postinjection timing was fixed at 80deg aTDCand the second postinjection timing was swept from 40deg aTDCto 110deg aTDC. The temperature results are shown in Fig. 10. InFig. 10, the temperature at the DOC outlet for the dual postinjec-tion case shows a similar temperature profile to that obtained withsingle postinjection but the DOC inlet temperature after the70deg aTDC injection increased by about 3040?C. Thus, thedual postinjection is a practical alternative to increase the DOCinlet temperature and keep the DOC outlet temperature constant.Fig.7ComparisonoftheCOemissionsobtainedwith1415mg injection and 14110mg injection at the inlet and out-let of the DOCFig. 8Comparison of the THC emissions obtained with1415mg injection and 14110mg injection at the inlet and out-let of the DOCFig. 9Rate of heat release and accumulated heat release ofpostinjection with 1415mg injection102810-4 / Vol. 138, OCTOBER 2016Transactions of the ASMEDownloaded From: /pdfaccess.ashx?url=/data/journals/jetpez/935214/ on 05/21/2017 Terms of Use: /about-asme/terms-of-useFigure 11 shows the IMEP which gives the information aboutthe transformation of heat energy into mechanical energy with dif-ferent postinjection quantities. Increasing the postinjection fuelquantity causes IMEP increase, and retarding the postinjectiontiming causes IMEP decrease because the fuel injected at retardedtiming is hardly combusted. In spite of large quantity of postinjec-tion for main injection fuel quantity, the difference with the IMEPof single injection, 6.33, is relatively small because most fuelenergy did not transform into mechanical energy. Especially, theIMEP of 1410mg is higher than that of 1455mg despitethe same quantity of postinjection. Thus, dual postinjection has aneffect on mechanical efficiency.PM Emissions. Figure 12 shows the PM emissions of the DOCinlet and outlet obtained by changing the injection conditions.Generally, the postinjection is known as a strategy to inject asmall quantity of fuel after main injection to enhance mixing andthe temperature rise effect to suppress soot formation and increasesoot oxidation 4,9,17. However, because postinjection was usedto raise the exhaust temperature rather than decrease PM emis-sions in this research, a large quantity of fuel for postinjection wasused. Thus, in Fig. 12, almost every case shows higher emissionsthan single injection except for 50, 60, and 70deg aTDC postin-jection when injecting 145mg because PM formation by post-injection is more dominant than suppressing soot formation andenhancing soot oxidation by postinjection. In all of the cases, thePM emissions show the same trend in which the highest value wasobtained at 40deg aTDC whereas the lowest value occurred at60deg aTDC, and the emissions increased slightly after this point.This result was obtained because before 60deg aTDC, PM isactively formed and in certain cases, the PM formation by postin-jection is greater than the PM formation by main injection. From60deg aTDC postinjection, the postinjection effect to decreasePM emissions becomes more dominant than PM formation bypostinjection fuel. This is also the reason why at 60deg aTDC, alower amount of PM is emitted than single injection.Oil Dilution. Although the fuel injection near 60deg aTDC iseffective for DPF generation because it is hardly ignited, as men-tioned above, the fuel which reaches the cylinder wall withoutignition causes an oil dilution problem. It is essential to predictthe degree of oil dilution because a decline of the lubrication per-formance of an engine causes serious problems in terms of theengine lifespan. Thus, in this research, the diesel loss factor intro-duced by Budde et al. was utilized to directly predict the wall wet-ting problem related to oil dilution 16. The wall-wetted fuelwhich causes oil dilution is not considered at the excess air ratio,lambda from the oxygen sensor because it is not combusted. Thus,the lambda difference between the lambda value calculated basedon the intake air and fuel quantity and the lambda value measuredby the oxygen sensor occurs, and the percentage of the differencemeans the diesel loss. The diesel loss can be calculated using Eqs.(1)(3). Here, kvis the lambda value calculated based on theintake air and fuel quantity, ksis the lambda value measured bythe oxygen sensor, and Lstis the stoichiometric air requirementkv_ mair_ mfuel? Lst(1)ks fexhaust composition(2)diesel loss ks? kvks? 100%(3)Figure 13 compares the diesel losses calculated by the aboveformula. Diesel loss from the 70 and 80deg aTDC range increasesdrastically because the injected fuel is hardly ignited due to thetemperature and pressure drop. The range after 70deg aTDC isthe suitable injection timing for DPF regeneration based on theabove result. In this range, the diesel loss of double postinjectionis lower than that of the 1410mg injection case. Thus, the dou-ble postinjection is an effective strategy in terms of the DOC heat-ing temperature and oil dilution. From the above results, it is seenthat the diesel loss can reflect wall wetting and oil dilution phe-nomenon well.Fig. 10Comparison of the temperature of double postinjectionat the inlet and outlet of DOCFig. 11The effect of postinjection quantity on IMEPFig. 12Comparison of the PM emissions obtained for the dif-ferent injection conditions. In the case of double postinjection,the injection timing of one postinjection was kept constant at80deg aTDC whereas the other postinjection was swept.Journal of Engineering for Gas Turbines and PowerOCTOBER 2016, Vol. 138 / 102810-5Downloaded From: /pdfaccess.ashx?url=/data/journals/jetpez/935214/ on 05/21/2017 Terms of Use: /about-asme/terms-of-useConclusionThe effects of the DPF regeneration strategy at low and me-dium loads were experimentally investigated. The effect of themain injection timing was investigated in a single injectionexperiment with injection pressures of 50MPa and 100MPawhereas the postinjection experiment was conducted at an enginespeed of 1500rpm and a main injection timing of 10deg bTDC.For better exhaust emission and temperature characteristics, adouble postinjection strategy was also studied while fixing one ofinjections at 80deg aTDC.? Because the temperature decreases by increasing the injec-tion pressure in the single injection experiment, low-pressureinjection is effective at low-medium loads. By retarding theinjection timing, the temperature increases and increasesdrastically from 5deg bTDC. However, the temperature isnot high enough for DOC heating and DPF regeneration withonly single injection at low-medium loads.? Postinjection was useful to increase the exhaust temperaturebut the THC and CO emissions also increase drastically. Af-ter 70deg aTDC, the THC and CO emissions decrease, andthe DOC outlet temperature increases. Thus, the range after70deg aTDC is suitable for DPF regeneration.? As the result of double postinjection, the DOC outlet temper-ature decreased slightly but the DOC inlet temperatureincreased. Therefore, the double postinjection is useful forDOC heating while keeping the DOC outlet temperaturesimilar.? Overall, the PM emissions are higher with a larger amount ofpostinjection fuel compared to single injection. The postin-jection fuel before 60deg aTDC forms a lot of PM, and after60deg aTDC, it hardly forms PM. The PM emissions are thelowest at 60deg aTDC, and the PM emissions increaseslightly after 60deg aTDC.? Diesel loss increased as the postinjection timing was retardedand increased drastically at 70deg aTDC. The diesel loss ofdouble postinjection is lower compared to single postinjec-tion. Thus, the double postinjection is useful to keep theDOC outlet temperature similar, increase the DOC inlet tem-perature, and reduce oil dilution.AcknowledgmentThis research was supported by the Center for EnvironmentallyFriendly Vehicle (CEFV) as a Global-Top Project of Ministry ofEnvironment, Korea (KMOE).NomenclatureaTDC after top dead centerbTDC before top dead centerCO carbon oxideCAmain crank angle of main injectionDI direct injectionDOC diesel oxidation catalystDPF diesel particulate filterECU engine control unitFPGA field programmable gate arrayHC hydrocarbonIMEP indicated mean effective pressureMmain injection quantity of the main injectionMpost injection quantity of the postinjectionNOx nitrogen oxidePinj injection pressurePM particulate matterRT real timeTDOC Inlet temperature of the DOC inletTDOC Outlet temperature of the DOC outletTDC top dead centerT
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