scholarly journals Comparison of Solid Particle Number Emission of Gasoline Direct Injection Vehicles between CVS and Tailpipe Samplings

2021 ◽  
Vol 12 (4) ◽  
pp. 142-149
Author(s):  
Kazuki Nakamura ◽  
Izumi Fukano ◽  
Seiichi Hosogai ◽  
Christos Dardiotis ◽  
Christoph Kandlhofer
Keyword(s):  
Solid Particle ◽  
Particle Number ◽  
Direct Injection ◽  
Gasoline Direct Injection

scholarly journals Particle Number Emissions of Gasoline, Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG) Fueled Vehicles at Different Ambient Temperatures

Atmosphere ◽  
2021 ◽  
Vol 12 (7) ◽  
pp. 893
Author(s):  
Tero Lähde ◽  
Barouch Giechaskiel
Keyword(s):  
Natural Gas ◽  
Ambient Temperature ◽  
Solid Particle ◽  
Fossil Fuels ◽  
Particle Number ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Liquefied Petroleum Gas ◽  
Compressed Natural Gas ◽  
Ambient Temperatures

Compressed natural gas (CNG) and liquefied petroleum gas (LPG) are included in the group of promoted transport fuel alternatives for traditional fossil fuels in Europe. Both CNG and LPG fueled vehicles are believed to have low particle number and mass emissions. Here, we studied the solid particle number (SPN) emissions >4 nm, >10 nm and >23 nm of bi-fuel vehicles applying CNG, LPG and gasoline fuels in laboratory at 23 °C and sub-zero (−7 °C) ambient temperature conditions. The SPN23 emissions in CNG or LPG operation modality at 23 °C were below the regulated SPN23 limit of diesel and gasoline direct injection vehicles 1/km. Nevertheless, the limit was exceeded at sub-zero temperatures, when sub-23 nm particles were included, or when gasoline was used as a fuel. The key message of this study is that gas-fueled vehicles produced particles mainly <23 nm and the current methodology might not be appropriate. However, only in a few cases absolute SPN >10 nm emission levels exceeded 6 ×1011 1/km when >23 nm levels were below 6 ×1011 1/km. Setting a limit of 1 ×1011 1/km for >10 nm particles would also limit most of the >4 nm SPN levels below 6 ×1011 1/km.

scholarly journals Particulate emissions from a highly boosted gasoline direct injection engine

2017 ◽  
Vol 19 (3) ◽  
pp. 347-359 ◽  
Author(s):  
Felix Leach ◽  
Richard Stone ◽  
Dave Richardson ◽  
Andrew Lewis ◽  
Sam Akehurst ◽  
...  
Keyword(s):  
Particle Number ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Back Pressure ◽  
Gasoline Direct Injection ◽  
Exhaust Gas ◽  
Fuel Injection Pressure ◽  
Gas Recirculation ◽  
Operating Points

Downsized, highly boosted, gasoline direct injection engines are becoming the preferred gasoline engine technology to ensure that increasingly stringent fuel economy and emissions legislation are met. The Ultraboost project engine is a 2.0-L in-line four-cylinder prototype engine, designed to have the same performance as a 5.0-L V8 naturally aspirated engine but with reduced fuel consumption. It is important to examine particle number emissions from such extremely highly boosted engines to ensure that they are capable of meeting current and future emissions legislation. The effect of such high boosting on particle number emissions is reported in this article for a variety of operating points and engine operating parameters. The effect of engine load, air–fuel ratio, fuel injection pressure, fuel injection timing, ignition timing, inlet air temperature, exhaust gas recirculation level, and exhaust back pressure has been investigated. It is shown that particle number emissions increase with increase in cooled, external exhaust gas recirculation and engine load, and decrease with increase in fuel injection pressure and inlet air temperature. Particle number emissions are shown to fall with increased exhaust back pressure, a key parameter for highly boosted engines. The effects of these parameters on the particle size distributions from the engine have also been evaluated. Significant changes to the particle size spectrum emitted from the engine are seen depending on the engine operating point. Operating points with a bias towards very small particle sizes were noted.

The process of tip wetting at the spray injection end

2019 ◽  
Vol 22 (1) ◽  
pp. 125-139
Author(s):  
Jérôme Hélie ◽  
Nicolas Lamarque ◽  
Jean-Luc Fremaux ◽  
Philippe Serrecchia ◽  
Maziar Khosravi ◽  
...  
Keyword(s):  
High Pressure ◽  
Particle Number ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Pollutant Emissions ◽  
Direct Access ◽  
Direct Injection Engines ◽  
Carbon Particles ◽  
Optical Visualization ◽  
Number Of Particles

Gasoline direct injection engines mainly use multi-hole high-pressure injectors. To respect the current pollutant regulation (particle number and particle mass) and continue to decrease pollutant emissions in the future, it is of outmost importance to identify the various sources of carbon particles. In gasoline direct injection, tip wetting can generate a progressive tip sooting that can be a source of large number of particles especially in hot engine conditions. The different topics related to the tip wetting are investigated here without counterbore after the metering hole in order to have a direct access to the optical visualization. In this article, the different phases of the tip wetting are identified experimentally and phenomenological models are proposed.

scholarly journals Correlation of nanoparticle size distribution features to spatiotemporal flame luminosity in gasoline direct injection engines

2018 ◽  
Vol 21 (7) ◽  
pp. 1107-1117 ◽  
Author(s):  
Joonho Jeon ◽  
Noah Bock ◽  
David B Kittelson ◽  
William F Northrop
Keyword(s):  
Particle Size ◽  
Particle Size Distribution ◽  
Combustion Chamber ◽  
Size Distribution ◽  
Solid Particle ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Distribution Data ◽  
Engine Operation ◽  
Direct Injection Engines

Particle size distribution measured by mobility instruments is a common diagnostic used to characterize ultrafine and nanoparticle emissions in engine exhaust; however, some features of particle size distribution data are poorly correlated to in-cylinder combustion phenomena. In this work, in-cylinder spatiotemporal flame luminosity is quantitatively correlated to features in the solid particle size distribution measured in the exhaust of a gasoline direct injection engine operating in lean and stoichiometric combustion modes. A multi-channel optical sensor was used to measure diffusion flame light intensity in different areas of the combustion chamber. Total solid particle number and particle size distribution in the exhaust were measured using a scanning mobility particle sizer after a catalytic stripper that removed semi-volatile compounds. Results of the experiments showed that different flame phenomenon resulted in distinct particle size distribution characteristics. A large accumulation mode (particles with diameter of 50–100 nm) in the particle size distribution from stoichiometric engine operation with early injection resulted from anomalous diffusion flames like piston-top pool fires. In lean operation incorporating a secondary fuel injection, particle emissions were dominated by flame propagation through fuel-rich regions of the combustion chamber resulting in a comparatively broad particle size distribution. More generally, this work illustrates how particle size distribution data can be more accurately used to diagnose soot formation in gasoline direct injection engines.

scholarly journals Predicting the particulate matter emissions from spray-guided gasoline direct-injection spark ignition engines

2016 ◽  
Vol 231 (6) ◽  
pp. 717-730 ◽  
Author(s):  
Felix Leach ◽  
Richard Stone ◽  
Derek Fennell ◽  
David Hayden ◽  
Dave Richardson ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Particle Number ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Fuel Composition ◽  
Spark Ignition Engines ◽  
Single Cylinder ◽  
Particulate Matter Emissions ◽  
Current Production ◽  
Direct Injection Spark Ignition

An index which links the fuel composition to particulate matter emissions (the PN index) was developed and is here evaluated with model fuels in a single-cylinder optical-access spray-guided direct-injection engine; the model fuels have independent control of the double-bond content and volatility, as used in the index. This index is investigated in three different engines: a single-cylinder research engine, a V8 engine recently available in the market and a current-production supercharged V6 engine. A number of market gasolines were tested in all three engines, and the results follow the trends predicted by the particle number index. Imaging of the in-cylinder sprays shows that the composition of the model fuels affects the mixture homogeneity and their particulate matter emissions; in particular, the lack of a light end in the model fuel composition can lead to misleadingly low particle number emissions owing to improved mixture preparation which is unrepresentative of market fuels. The PN index was investigated in a Jaguar Land Rover V6 engine with five different fuels over a simulated New European Driving Cycle, and the results show that the index trends are followed. The emissions were evaluated from two fuels representing the EU5 reference-fuel specifications that has been developed using the particle number index to give a difference in particulate matter emissions. The results from these fuels show that a difference in the particle number emissions of a factor of about 2 can be seen at both stoichiometric conditions and rich conditions, for two fuels representative of the EU5 reference-fuel specifications. This follows trends predicted by the particle number index. This has important implications for policy makers and European Union legislation, where particle number emissions from gasoline vehicles are now regulated for the first time, as batch-to-batch variations in the fuel composition would result in different test results under the current legislation.

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