scholarly journals Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

Catalysts ◽  
2019 ◽  
Vol 9 (8) ◽  
pp. 678 ◽  
Author(s):  
Ricardo Suarez-Bertoa ◽  
Tero Lähde ◽  
Jelica Pavlovic ◽  
Victor Valverde ◽  
Michael Clairotte ◽  
...  
Keyword(s):  
Laboratory Test ◽  
Mass Production ◽  
Particle Number ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Nox Emissions ◽  
Ambient Temperatures ◽  
Particulate Filters ◽  
Gdi Engines ◽  
Total Hydrocarbons

The introduction of a solid particle number limit for vehicles with gasoline direct injection (GDI) engines resulted in a lot of research and improvements in this field in the last decade. The requirement to also fulfil the limit in the recently introduced real-driving emissions (RDE) regulation led to the introduction of gasoline particulate filters (GPFs) in European vehicle models. As the pre-standardisation research was based on engines, retrofitted vehicles and prototype vehicles, there is a need to better characterise the actual emissions of GPF-equipped GDI vehicles. In the present study we investigate one of the first mass production vehicles with GPF available in the European market. Regulated and non-regulated pollutants were measured over different test cycles and ambient temperatures (23 °C and −7 °C) in the laboratory and different on-road routes driven normally or dynamically and up to 1100 m altitude. The results showed that the vehicle respected all applicable limits. However, under certain conditions high emissions of some pollutants were measured (total hydrocarbons emissions at −7 °C, high CO during dynamic RDE tests and high NOx emissions in one dynamic RDE test). The particle number emissions, even including those below 23 nm, were lower than 6 × 1010 particles/km under all laboratory test cycles and on-road routes, which are <10% of the current laboratory limit (6 × 1011 particles/km).

scholarly journals Directions in vehicle efficiency and emissions

2016 ◽  
Vol 166 (3) ◽  
pp. 3-8
Author(s):  
Timothy Johnson ◽  
Ameya Joshi
Keyword(s):  
Control Strategies ◽  
Phase 1 ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Second Phase ◽  
Particulate Filters ◽  
Engine Efficiency ◽  
The Us ◽  
Order Of Magnitude ◽  
Gdi Engines

This paper provides a general review of light-duty (LD) and heavy-duty (HD) regulations, engine technology, and key emission control strategies. The US is placing a stronger emphasis on laboratory emissions, and the LD regulations are about an order of magnitude tighter than Euro 6, but Europe is focusing on real-world reductions. The California HD low-NOx regulation is advancing and may be proposed in 2017/18 for implementation in 2023+. The second phase of US HD greenhouse gas regulations propose another 25-30% tightening beyond Phase 1, beginning in 2021. LD and HD engine technology continues showing marked improvements in engine efficiency. LD gasoline concepts are closing the gap with diesel. HD engines are demonstrating more than 50% BTE using methods that can reasonably be commercialized. LD and HD diesel NOx technology trends are also summarized. NOx storage catalysts and SCR combinations are the lead approach to meeting the LD regulations. Numerous advanced NOx technologies are being evaluated and some promise for meeting the California HD low NOx targets. Oxidation catalysts are improved for both diesel and methane oxidation applications. Gasoline particulate filters (GPF) are the lead approach to reducing particles from gasoline direct injection (GDI) engines. They reduce PAH emissions, and catalyzed versions can be designed for low back pressure. Regeneration largely occurs during hot decelerations.

scholarly journals Catalytic Materials for Gasoline Particulate Filters Soot Oxidation

Catalysts ◽  
2021 ◽  
Vol 11 (8) ◽  
pp. 890
Author(s):  
Roberto Matarrese
Keyword(s):  
Oxygen Deficiency ◽  
Direct Injection ◽  
Soot Oxidation ◽  
Research Area ◽  
Operating Conditions ◽  
Gasoline Direct Injection ◽  
Continuous Increase ◽  
Particulate Filters ◽  
Gdi Engine ◽  
Gdi Engines

The energy efficiency of Gasoline Direct Injection (GDI) engines is leading to a continuous increase in GDI engine vehicle population. Consequently, their particulate matter (soot) emissions are also becoming a matter of concern. As required for diesel engines, to meet the limits set by regulations, catalyzed particulate filters are considered as an effective solution through which soot could be trapped and burnt out. However, in contrast to diesel application, the regeneration of gasoline particulate filters (GPF) is critical, as it occurs with almost an absence of NOx and under oxygen deficiency. Therefore, in the recent years it was of scientific interest to develop efficient soot oxidation catalysts that fit such particular gasoline operating conditions. Among them ceria- and perovskite-based formulations are emerging as the most promising materials. This overview summarizes the very recent academic contributions focusing on soot oxidation materials for GDI, in order to point out the most promising directions in this research area.

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 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.

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 Catalyzed Gasoline Particulate Filters Reduce Secondary Organic Aerosol Production from Gasoline Direct Injection Vehicles

2019 ◽  
Vol 53 (6) ◽  
pp. 3037-3047 ◽  
Author(s):  
Patrick Roth ◽  
Jiacheng Yang ◽  
Emmanuel Fofie ◽  
David R. Cocker ◽  
Thomas D. Durbin ◽  
...  
Keyword(s):  
Secondary Organic Aerosol ◽  
Direct Injection ◽  
Organic Aerosol ◽  
Gasoline Direct Injection ◽  
Particulate Filters

Experimental and numerical analyses of the combustion process in a direct injection gasoline engine

2000 ◽  
Vol 1 (2) ◽  
pp. 147-161 ◽  
Author(s):  
J Reissing ◽  
H Peters ◽  
J. M. Kech ◽  
U Spicher
Keyword(s):  
Numerical Investigation ◽  
Gasoline Engine ◽  
Numerical Models ◽  
Direct Injection ◽  
Combustion Process ◽  
Experimental Methods ◽  
Spark Ignition Engine ◽  
Gasoline Direct Injection ◽  
Direct Injection Gasoline Engine ◽  
Gdi Engines

Gasoline direct injection (GDI) spark ignition engine technology is advancing at a rapid rate. The development and optimization of GDI engines requires new experimental methods and numerical models to analyse the in-cylinder processes. Therefore the objective of this paper is to present numerical and experimental methods to analyse the combustion process in GDI engines. The numerical investigation of a four-stroke three-valve GDI engine was performed with the code KIVA-3V [1]. For the calculation of the turbulent combustion a model for partially premixed combustion, developed and implemented by Kech [4], was used. The results of the numerical investigation are compared to experimental results, obtained using an optical fibre technique in combination with spectroscopic temperature measurements under different engine conditions. This comparison shows good agreement in temporal progression of pressure. Both the numerical simulation and the experimental investigation predicted comparable combustion phenomena.

scholarly journals Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors

Sensors ◽  
2020 ◽  
Vol 20 (20) ◽  
pp. 5790 ◽  
Author(s):  
Barouch Giechaskiel ◽  
Tero Lähde ◽  
Ricardo Suarez-Bertoa ◽  
Victor Valverde ◽  
Michael Clairotte
Keyword(s):  
Direct Injection ◽  
Spark Ignition ◽  
Gasoline Direct Injection ◽  
Compression Ignition ◽  
Particulate Filters ◽  
Technical Inspection ◽  
Diesel Vehicles ◽  
Type Approval ◽  
Road Type ◽  
Technical Specifications

For the type approval of compression ignition (diesel) and gasoline direct injection vehicles, a particle number (PN) limit of 6 × 1011 p/km is applicable. Diesel vehicles in circulation need to pass a periodical technical inspection (PTI) test, typically every two years, after the first four years of circulation. However, often the applicable smoke tests or on-board diagnostic (OBD) fault checks cannot identify malfunctions of the diesel particulate filters (DPFs). There are also serious concerns that a few high emitters are responsible for the majority of the emissions. For these reasons, a new PTI procedure at idle run with PN systems is under investigation. The correlations between type approval cycles and idle emissions are limited, especially for positive (spark) ignition vehicles. In this study the type approval PN emissions of 32 compression ignition and 56 spark ignition vehicles were compared to their idle PN concentrations from laboratory and on-road tests. The results confirmed that the idle test is applicable for diesel vehicles. The scatter for the spark ignition vehicles was much larger. Nevertheless, the proposed limit for diesel vehicles was also shown to be applicable for these vehicles. The technical specifications of the PTI sensors based on these findings were also discussed.

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