Diesel Injection

Rate Shaping
Potential for EURO6 Calibration

Targeted injection rate shaping helps to improve fuel efficiency and exhaust gas emissions The diesel engine’s future is safe
in diesel engines. Flexibilities in the rate of injection permit direct control of the mixture in our hands
preparation and combustion process, even for high-EGR combustion systems.
IAV is a leading service provider for deve-
Calibration strategies optimizing thermal efficiency can be realized with very low combustion loping passenger-car diesel engines.
noise. High injection pressures can be applied at part load while keeping NOX and soot emis- Generating solutions for the overall
sions very low and without affecting combustion noise. CO2 can be reduced by as much as system in all of its technical forms, we
3–5% compared to typical EURO5 calibration. work on innovative projects ranging from
advance development to start of produc-
By applying different injection strategies throughout the engine map it is possible to adapt tion. Our focal activities cover concept
the mixture preparation and the combustion delay and intensity for optimal tradeoff between evaluation and simulation, combustion
soot formation and combustion noise. systems, exhaust-gas aftertreatment and
powertrain management.
Different strategies that have shown potential in this regard are:
• Very close pilot injections with zero dwell in low load ranges
• Boot shaped injections in medium load ranges with optional pilot injection
• Mini ramp injection attached to the main injection in full load range
 IAV GmbH
Carnotstraße 1 · 10587 Berlin

+49 5371 805-1508

w/o pilot injections

with 2 pilot injections
with 2 pilot injections
optimized rate-shaping
Mechanisms and Potentials
Fig. 1: As illustrated, the heat-release for diesel combustion is optimized
when the rate-of-heat-release curve increases progressively after TDC.
PCyl

PCyl

This permits compensation of the expansion effect and produces a

cylinder pressure trace with a defined linear gradient (dp/d = linear).
For this, fuel injection must be carefully adjusted over the injection
ROI

ROI

period and also in relation to the operating point. The graphs shown on
the left illustrate the principle of shaping the injection rate in this way.
ROHR

ROHR

Crank angle Crank angle

Fig. 1: Interaction between rate of injection and rate of heat release

Discontinuous rate shaping / multiple injection

Euro5
Euro6 NOX
Euro6 NOX + PM

Continuous rate shaping

Euro6 NOX + PM + combustion noise

104 Fig. 2: Proceeding from a EURO5 calibration (black curve), NOX is

reduced to EURO6 levels by increasing both boost pressure and EGR
CO2 in %

100
rate (orange curve).
96

92 0.45
The resultant rise in soot emissions can be counteracted by increasing
fuel injection pressure. To enhance the thermal efficiency of the
PM in g/kWh

0.30 process, combustion phasing is advanced to the optimum setting.

0.15
With a conventional injection strategy, higher injection pressure and
advanced combustion phasing both result in higher combustion noise
Combustion noise in dB(A)

86 0.00
(blue curve).
84
Only by employing injection rate shaping is it possible to meet the
82
EURO6 emission standard with a level of combustion noise as low as
80 that for EURO5 calibration (green curve).
0.0 0.2 0.4 0.6 0.8 1.0 1.2
NOX in g/kWh
Fig. 2: Variation of combustion phasing

150
Fig. 3: Continuous injection rate shaping introduces diesel fuel into the
combustion chamber at the rate required by the combustion process. It
130 84.5dB(A)
avoids premature heat release before TDC and also permits a compact
82.2dB(A)
110
PI reaction
81.2dB(A)
release of heat with phasing optimized for high thermal efficiency.
81.7dB(A)
Subject to change without notice: effective: M 02/2012

90
pcyl in bar

70
motored
pIntake pressure
50
curves

30
340 350 360 370 380 390
Crank angle in °CA
Fig. 3: Cylinder pressure traces

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