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.

scholarly journals Impacts of Extreme Ambient Temperatures and Road Gradient on Energy Consumption and CO2 Emissions of a Euro 6d-Temp Gasoline Vehicle

Energies ◽  
2021 ◽  
Vol 14 (19) ◽  
pp. 6195
Author(s):  
Barouch Giechaskiel ◽  
Dimitrios Komnos ◽  
Georgios Fontaras
Keyword(s):  
Co2 Emissions ◽  
Energy Demand ◽  
Direct Injection ◽  
Urban Traffic ◽  
Gasoline Direct Injection ◽  
Particulate Filter ◽  
Ambient Temperatures ◽  
Vehicle Simulation ◽  
Wide Range ◽  
On The Road

The EU aims to substantially reduce its greenhouse gas emissions in the following decades and achieve climate neutrality by 2050. Better CO2 estimates, particularly in urban conditions, are necessary for assessing the effectiveness of various regional policy strategies. In this study, we measured the CO2 emissions of a Euro 6d-temp gasoline direct injection (GDI) vehicle with a three-way catalyst (TWC) and a gasoline particulate filter (GPF) at ambient temperatures from −30 °C up to 50 °C with the air-conditioning on. The tests took place both on the road and in the laboratory, over cycles simulating congested urban traffic, dynamic driving, and uphill driving towing a trailer at 85% of the maximum payloads of both the car and the trailer. The CO2 values varied over a wide range depending on the temperature and driving conditions. Vehicle simulation was used to quantify the effect of ambient temperature, vehicle weight and road grade on the CO2 emissions. The results showed that vehicle energy demand was significantly increased under the test conditions. In urban trips, compared to the baseline at 23 °C, the CO2 emissions were 9–20% higher at −10 °C, 30–44% higher at −30 °C, and 37–43% higher at 50 °C. Uphill driving with a trailer had 2–3 times higher CO2 emissions. In motorway trips at 50 °C, CO2 emissions increased by 13–19%. The results of this study can help in better quantification of CO2 and fuel consumption under extreme conditions. Additional analysis on the occurrence of such conditions in real-world operation is advisable.

scholarly journals Particle Number Emissions of a Euro 6d-Temp Gasoline Vehicle under Extreme Temperatures and Driving Conditions

Catalysts ◽  
2021 ◽  
Vol 11 (5) ◽  
pp. 607
Author(s):  
Barouch Giechaskiel ◽  
Victor Valverde ◽  
Anastasios Kontses ◽  
Anastasios Melas ◽  
Giorgio Martini ◽  
...  
Keyword(s):  
Particle Number ◽  
Direct Injection ◽  
Urban Traffic ◽  
Gasoline Direct Injection ◽  
Ambient Temperatures ◽  
The Road ◽  
Wide Range ◽  
European Regulatory ◽  
Driving Conditions ◽  
On The Road

With the introduction of gasoline particulate filters (GPFs), the particle number (PN) emissions of gasoline direct-injection (GDI) vehicles are below the European regulatory limit of 6 × 1011 p/km under certification conditions. Nevertheless, concerns have been raised regarding emission levels at the boundaries of ambient and driving conditions of the real-driving emissions (RDE) regulation. A Euro 6d-Temp GDI vehicle with a GPF was tested on the road and in the laboratory with cycles simulating congested urban traffic, dynamic driving, and towing a trailer uphill at 85% of maximum payload. The ambient temperatures covered a range from −30 to 50 °C. The solid PN emissions were 10 times lower than the PN limit under most conditions and temperatures. Only dynamic driving that regenerated the filter passively, and for the next cycle resulted in relatively high emissions although they were still below the limit. The results of this study confirmed the effectiveness of GPFs in controlling PN emissions under a wide range of conditions.

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.

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.

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