Xin Q. Diesel Engine System Design

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518 Diesel engine system design

Tang et al. (2007, 2008), He (2007), Rutland et al. (2007), Gurupatham and

He (2008), and Singh et al. (2009).

8.4 References and bibliography

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522 Diesel engine system design

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Nieuwstadt M, Upadhyay D and Yuan F (2005), ‘Diagnostics for diesel oxidation

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Ogyu K, Oya T, Ohno K, Dolios I, Kladopoulou E, Lorentzou S and Konstandopoulos

A G (2007), ‘Study on catalyzed-DPF for improving the continuous regeneration

performance and fuel economy’, SAE paper 2007-01-0919.

Ohyama N, Nakanishi T and Daido S (2008), ‘New concept catalyzed DPF for estimating

soot loadings from pressure drop’, SAE paper 2008-01-0620.

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524 Diesel engine system design

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Premchand K C, Johnson J H, Yang S-L, Triana A P and Baumgard K J (2007), ‘A

study of the ltration and oxidation characteristics of a diesel oxidation catalyst and

a catalyzed particulate lter’, SAE paper 2007-01-1123.

Reader G T, Banerjee S, Wang M and Zheng M (2006), ‘Energy efciency analysis of

active-ow operations in diesel engine aftertreatment’, SAE paper 2006-01-3286.

Rumminger M D, Zhou X, Balakrishnan K, Edgar B L and Ezekoye O A (2001),

‘Regeneration behavior and transient thermal response of diesel particulate lters’,

SAE paper 2001-01-1342.

Rutland C J, England S B, Foster D E and He Y (2007), ‘Integrated engine, emissions,

and exhaust aftertreatment system level models to simulate DPF regeneration’, SAE

paper 2007-01-3970.

Salvat O, Marez P and Belot G (2000), ‘Passenger car serial application of a particulate

lter system on a common rail direct injection diesel engine’, SAE paper 2000-01-

0473.

Scarnegie B, Miller W R, Ballmert B, Doelling W and Fischer S (2003), ‘Recent DPF/SCR

results targeting US2007 and Euro 4/5 HD emissions’, SAE paper 2003-01-0774.

Simescu S, Ulmet V, Neely G and Khair M (2010), ‘A novel approach for diesel NO

PM reduction’, SAE paper 2010-01-0308.

Singh N, Johnson J H, Parker G G and Yang S-L (2005), ‘Vehicle engine aftertreatment

system simulation (VEASS) model: application to a controls design strategy for active

regeneration of a catalyzed particulate lter’, SAE paper 2005-01-0970.

Singh N, Rutland C J, Foster D E, Narayanaswamy K and He Y (2009), ‘Investigation

into different DPF regeneration strategies based on fuel economy using integrated

system simulation’, SAE paper 2009-01-1275.

Sluder C S and West B H (2001), ‘Performance of a NO

adsorber and catalyzed particle

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lter for heavy duty diesel applications’, SAE paper 2005-01-0663.

Song Q and Zhu G (2002), ‘Model-based closed-loop control of urea SCR exhaust

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paper 1999-01-0458.

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Takahashi Y, Takeda Y, Kondo N and Murata M (2004), ‘Development of NO

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525Diesel aftertreatment integration and matching

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Tang W, Wahiduzzaman S and Leonard A (2007), ‘A lumped/1-D combined approach

for modeling wall-ow diesel particulate lters – applicable to integrated engine/

aftertreatment simulations’, SAE paper 2007-01-3971.

Tang W, Wahiduzzaman S, Wenzel S, Leonard A and Morel T (2008), ‘Development of

a quasi-steady approach based simulation tool for system level exhaust aftertreatment

modeling’, SAE paper 2008-01-0866.

Taoka N, Ohno K, Hong S, Sato H, Yoshida Y and Komori T (2001), ‘Effect of SiC-

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storage

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529

Advanced diesel valvetrain system design

Abstract: As the rst chapter in Part III, this chapter starts to bridge the

thermo-uid topics and the mechanical considerations such as dynamic

vibration, friction, and noise in diesel engine system design. As a unique

system that has dual characteristics of both air system and mechanical

system, the valvetrain controls engine gas ows, volumetric efciency

and engine delta P, subject to mechanical design constraints. This chapter

rst summarizes the design guidelines of the conventional valvetrain with

an integrated analytical approach by simultaneously considering engine

breathing performance and valvetrain dynamics in valvetrain design that

includes the cam and the valve spring. It then investigates the performance

of variable valve actuation (VVA) and its interactions with other air system

components. A theory of using VVA to control pumping loss is developed.

The benets of cylinder deactivation for the diesel engine are also analyzed.

Key words: valvetrain, valve timing, volumetric efciency, engine delta P,

cam design, valve spring, valvetrain dynamics, recompression pressure, no-

follow, variable valve actuation (VVA), Miller cycle, cylinder deactivation.

9.1 Guidelines for valvetrain design

Engine valvetrain consists of valves, springs, valve bridges, rocker arms,

pushrods, followers, and rocker shafts. In the pushrod and overhead cam

valvetrains, the camshaft is either chain-driven or belt-driven. The drive ratio

is 1:2 in four-stroke engines so that one revolution of the camshaft corresponds

to two revolutions of the crankshaft (i.e., 1° cam angle is equivalent to 2°

crank angle). Valvetrain design is important for engine system performance

as it affects the following aspects:

∑ volumetric efciency (i.e., air ow or air–fuel ratio capability)

∑ pumping loss and engine delta P control

∑ mechanical friction

∑ engine noise

∑ regulating engine air/gas ow to achieve advanced features.

The air system theory in Chapter 4 illustrates that pumping loss is affected by

volumetric efciency (equation 4.40) and pressure losses across the intake/

exhaust valves. The denition of volumetric efciency shows that in order to

reach a given engine ow rate a higher volumetric efciency would require

a lower intake manifold boost pressure so that a lower engine delta P and

better brake specic fuel consumption (BSFC) can be achieved. Different

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