Influence of Fuel Properties on GDI PM Emissions Over First 200 Seconds of WLTP Using an Engine Dynamometer and Novel “Virtual Drivetrain” Software

2020 ◽  
Author(s):  
Noah R. Bock ◽  
William F. Northrop
Keyword(s):  
Direct Injection ◽  
Regulatory Compliance ◽  
Driving Cycle ◽  
Fuel Properties ◽  
Gasoline Direct Injection ◽  
Particulate Filter ◽  
Vehicle Speed ◽  
Engine Load ◽  
Vehicle Acceleration ◽  
Soot Loading

Abstract The influence of fuel properties on particulate matter (PM) emissions from a catalytic gasoline particulate filter (GPF) equipped gasoline direct injection (GDI) engine were investigated using novel “virtual drivetrain” software and an engine mated to an engine dynamometer. The virtual drivetrain software was developed in LabVIEW to operate the engine on an engine dynamometer as if it were in a vehicle undergoing a driving cycle. The software uses a physics-based approach to determine vehicle acceleration and speed based on engine load and a programed “shift” schedule to control engine speed. The software uses a control algorithm to modulate engine load and braking to match a calculated vehicle speed with the prescribed speed trace of the driving cycle of choice. The first 200 seconds of the WLTP driving cycle was tested using 6 different fuel formulations of varying volatility, aromaticity, and ethanol concentration. The first 200 seconds of the WLTP was chosen as the test condition because it is the most problematic section of the driving cycle for controlling PM emissions due to the cold start and cold drive-off. It was found that there was a strong correlation between aromaticity of the fuel and the engine-out PM emissions, with the highest emitting fuel producing more than double the mass emissions of the low PM production fuel. However, the post-GPF PM emissions depended greatly on the soot loading state of the GPF. The fuel with the highest engine-out PM emissions produced comparable post-GPF emissions to the lowest PM producing fuel over the driving cycle when the GPF was loaded over three cycles with the respective fuels. These results demonstrate the importance of GPF loading state when aftertreatment systems are used for PM reduction. It also shows that GPF control may be more important than fuel properties, and that regulatory compliance for PM can be achieved with proper GPF control calibration irrespective of fuel type.

INFLUENCE OF FUEL PROPERTIES ON GASOLINE DIRECT INJECTION PARTICULATE MATTER EMISSIONS OVER FIRST 200 SECONDS OF WORLD-HARMOIZED LIGHT-DUTY TEST PROCEDURE USING AN ENGINE DYNAMOMETER AND NOVEL “VIRTUAL DRIVETRAIN” SOFTWARE

2021 ◽  
pp. 1-8
Author(s):  
Noah R. Bock ◽  
William F. Northrop
Keyword(s):  
Particulate Matter ◽  
Direct Injection ◽  
Test Procedure ◽  
Regulatory Compliance ◽  
Driving Cycle ◽  
Fuel Properties ◽  
Gasoline Direct Injection ◽  
Particulate Filter ◽  
Particulate Matter Emissions ◽  
Vehicle Acceleration

Abstract The influence of fuel properties on particulate matter (PM) emissions from a catalytic gasoline particulate filter (GPF) equipped gasoline direct injection (GDI) engine were investigated using novel “virtual drivetrain” software and an engine mated to an engine dynamometer. The virtual drivetrain software was developed to operate the engine on an engine dynamometer as if it were in a vehicle undergoing a driving cycle. The software uses a physics-based approach to determine vehicle acceleration and speed based on engine load and a programed “shift” schedule to control engine speed. The first 200 seconds of the WLTP driving cycle was tested using 6 different fuel formulations of varying volatility, aromaticity, and ethanol concentration. It was found that there was a strong correlation between aromaticity of the fuel and the engine-out PM emissions, with the highest emitting fuel producing more than double the mass emissions of the low PM production fuel. However, the post-GPF PM emissions depended greatly on the soot loading state of the GPF. The fuel with the highest engine-out PM emissions produced comparable post-GPF emissions to the lowest PM producing fuel over the driving cycle when the GPF was loaded over three cycles with the respective fuels. These results demonstrate the importance of GPF loading state when aftertreatment systems are used for PM reduction. It also shows that GPF control may be more important than fuel properties, and that regulatory compliance for PM can be achieved with proper GPF control calibration irrespective of fuel type.

Full-bore crank-angle resolved imaging of combustion in a four-stroke gasoline direct injection engine

2007 ◽  
Vol 221 (10) ◽  
pp. 1305-1320 ◽  
Author(s):  
H Ma ◽  
S Marshall ◽  
R Stevens ◽  
R Stone
Keyword(s):  
Direct Injection ◽  
Vertical Plane ◽  
Cylinder Liner ◽  
Light Sheet ◽  
Diagnostic Techniques ◽  
Gasoline Direct Injection ◽  
Radius Of Curvature ◽  
Piston Crown ◽  
Soot Loading ◽  
Particle Imaging

The conventional Bowditch piston arrangement in an optical access engine limits the field of view to about half the bore area. By using a transparent crown (with a flat top) and incorporating a concave surface into the underside of the piston, then the piston crown acts as a diverging lens. Appropriate choice of the radius of curvature and the piston crown thickness provides an image of the full bore. There is of course optical distortion in the image but, since the piston position is known for each image, then it is comparatively simple to reconstruct undistorted images and videos. As an illustration of the technique, results are presented here for flame front tracking, and estimates of the combustion temperature and soot loading by a colour ratio pyrometry technique. This full-bore imaging technique is also applicable to many other optical diagnostic techniques. For a motored engine with particle imaging velocimetry and an optical cylinder liner, then the light sheet could enter either through the piston to illuminate a vertical plane or through the cylinder liner and be imaged through the piston. The choice of laser-based combustion diagnostic techniques would be limited by the transmission range of the piston window.

Effect of Drive Cycle and Gasoline Particulate Filter on the Size and Morphology of Soot Particles Emitted from a Gasoline-Direct-Injection Vehicle

2015 ◽  
Vol 49 (19) ◽  
pp. 11950-11958 ◽  
Author(s):  
Meghdad Saffaripour ◽  
Tak W. Chan ◽  
Fengshan Liu ◽  
Kevin A. Thomson ◽  
Gregory J. Smallwood ◽  
...  
Keyword(s):  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Particulate Filter ◽  
Drive Cycle ◽  
Soot Particles ◽  
Gasoline Particulate Filter ◽  
Size And Morphology

scholarly journals Gas-phase composition and secondary organic aerosol formation from standard and particle filter-retrofitted gasoline direct injection vehicles investigated in a batch and flow reactor

2018 ◽  
Vol 18 (13) ◽  
pp. 9929-9954 ◽  
Author(s):  
Simone M. Pieber ◽  
Nivedita K. Kumar ◽  
Felix Klein ◽  
Pierre Comte ◽  
Deepika Bhattu ◽  
...  
Keyword(s):  
Mass Spectrometry ◽  
Flow Reactor ◽  
Secondary Organic Aerosol ◽  
Matrix Effects ◽  
Direct Injection ◽  
Organic Aerosol ◽  
Gasoline Direct Injection ◽  
Particulate Filter ◽  
Aerosol Formation ◽  
Aerosol Mass

Abstract. Gasoline direct injection (GDI) vehicles have recently been identified as a significant source of carbonaceous aerosol, of both primary and secondary origin. Here we investigated primary emissions and secondary organic aerosol (SOA) from four GDI vehicles, two of which were also retrofitted with a prototype gasoline particulate filter (GPF). We studied two driving test cycles under cold- and hot-engine conditions. Emissions were characterized by proton transfer reaction time-of-flight mass spectrometry (gaseous non-methane organic compounds, NMOCs), aerosol mass spectrometry (sub-micron non-refractory particles) and light attenuation measurements (equivalent black carbon (eBC) determination using Aethalometers) together with supporting instrumentation. Atmospheric processing was simulated using the PSI mobile smog chamber (SC) and the potential aerosol mass oxidation flow reactor (OFR). Overall, primary and secondary particulate matter (PM) and NMOC emissions were dominated by the engine cold start, i.e., before thermal activation of the catalytic after-treatment system. Trends in the SOA oxygen to carbon ratio (O : C) for OFR and SC were related to different OH exposures, but divergences in the H : C remained unexplained. SOA yields agreed within experimental variability between the two systems, with a tendency for higher values in the OFR than in the SC (or, vice versa, lower values in the SC). A few aromatic compounds dominated the NMOC emissions, primarily benzene, toluene, xylene isomers/ethylbenzene and C3-benzene. A significant fraction of the SOA was explained by those compounds, based on comparison of effective SOA yield curves with those of toluene, o-xylene and 1,2,4-trimethylbenzene determined in our OFR, as well as others from literature. Remaining discrepancies, which were smaller in the SC and larger in the OFR, were up to a factor of 2 and may have resulted from diverse reasons including unaccounted precursors and matrix effects. GPF retrofitting significantly reduced primary PM through removal of refractory eBC and partially removed the minor POA fraction. At cold-started conditions it did not affect hydrocarbon emission factors, relative chemical composition of NMOCs or SOA formation, and likewise SOA yields and bulk composition remained unaffected. GPF-induced effects at hot-engine conditions deserve attention in further studies.

scholarly journals Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle

Atmosphere ◽  
2021 ◽  
Vol 12 (8) ◽  
pp. 1011
Author(s):  
Barouch Giechaskiel ◽  
Victor Valverde ◽  
Anastasios Kontses ◽  
Ricardo Suarez-Bertoa ◽  
Tommaso Selleri ◽  
...  
Keyword(s):  
Heavy Traffic ◽  
Direct Injection ◽  
Urban Environments ◽  
Gasoline Direct Injection ◽  
Particulate Filter ◽  
Gaseous Emissions ◽  
Ambient Temperatures ◽  
Driving Conditions ◽  
On The Road ◽  
Cold Starts

Gaseous emissions of modern Euro 6d vehicles, when tested within real driving emissions (RDE) boundaries, are, in most cases, at low levels. There are concerns, though, about their emission performance when tested at or above the boundaries of ambient and driving conditions requirements of RDE regulations. In this study, a Euro 6d-Temp gasoline direct injection (GDI) vehicle with three-way catalyst and gasoline particulate filter was tested on the road and in a laboratory at temperatures ranging between −30 °C and 50 °C, with cycles simulating urban congested traffic, uphill driving while towing a trailer at 85% of the vehicle’s maximum payload, and dynamic driving. The vehicle respected the Euro 6 emission limits, even though they were not applicable to the specific cycles, which were outside of the RDE environmental and trip boundary conditions. Most of the emissions were produced during cold starts and at low ambient temperatures. Heavy traffic, dynamic driving, and high payload were found to increase emissions depending on the pollutant. Even though this car was one of the lowest emitting cars found in the literature, the proposed future Euro 7 limits will require a further decrease in cold start emissions in order to ensure low emission levels under most ambient and driving conditions, particularly in urban environments. Nevertheless, motorway emissions will also have to be controlled well.

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