Particulate Emissions for LEV II Light-Duty Gasoline Direct Injection Vehicles

2012 ◽  
Vol 5 (2) ◽  
pp. 637-646 ◽  
Author(s):  
Sherry Zhang ◽  
Wayne McMahon
Keyword(s):  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Particulate Emissions ◽  
Light Duty

The Research Progress of Particulate Emissions from Vehicles with Gasoline Direct Injection Engines

2013 ◽  
Vol 726-731 ◽  
pp. 2351-2354
Author(s):  
Guang Yang Liu ◽  
Yu Liu ◽  
Jian Xi Pang ◽  
Yan Qin
Keyword(s):  
Direct Injection ◽  
High Sensitivity ◽  
Cold Start ◽  
Gasoline Direct Injection ◽  
Research Progress ◽  
Particulate Emissions ◽  
Number Count ◽  
Direct Injection Engines ◽  
Driving Cycles ◽  
Particulate Number

The objective of this research is to introduce the main gasoline direct injection vehicle particulate emissions characteristics researches in the world. Many investigations of particulate sizing and number count from gasoline direct injection (GDI) vehicles at different driving cycles were performed. Lots of particulate emissions are measured for FTP-75, NEDC, HWTET, SC03, and US06 cycles and these cycles can reflect different aspects of the particulate emissions. In some papers, both engine-out and tailpipe emissions were measured. Some investigation showed high sensitivity of the particulate number or size distribution to changes with the engine control parameters including A/F, ignition timing, EOI and so on.On the whole, the particulate number during different Driving Cycle is shown along with further analysis of the transient particulate emissions. The cold start process obviously affects particulate formation. Even beyond cold start, the particulate number emissions decrease as the test progresses. The results coming from the particulate measurement system sampling directly from the exhaust showed very rapid increases in particulate emissions during engine transients.

Particulate Bound Trace Metals and Soot Morphology of Gasohol Fueled Gasoline Direct Injection Engine

2018 ◽  
Vol 141 (2) ◽  
Author(s):  
Nikhil Sharma ◽  
Rashmi A. Agarwal ◽  
Avinash Kumar Agarwal
Keyword(s):  
Trace Metal ◽  
Soot Formation ◽  
Direct Injection ◽  
Morphological Characteristics ◽  
Gasoline Direct Injection ◽  
Particulate Emissions ◽  
Trace Metal Concentration ◽  
Experimental Conditions ◽  
Gdi Engine ◽  
Gdi Engines

Direct injection spark ignition or gasoline direct injection (GDI) engines are superior in terms of relatively higher thermal efficiency and power output compared to multipoint port fuel injection engines and direct injection diesel engines. In this study, a 500 cc single cylinder GDI engine was used for experiments. Three gasohol blends (15% (v/v) ethanol/methanol/butanol with 85% (v/v) gasoline) were chosen for this experimental study and were characterized to determine their important fuel properties. For particulate investigations, exhaust particles were collected on a quartz filter paper using a partial flow dilution tunnel. Comparative investigations for particulate mass emissions, trace metal concentrations, Raman spectroscopy, Fourier transform infrared spectroscopy (FTIR) analyses, and high-resolution transmission electron microscopy (HR-TEM) imaging of the particulate samples collected from different test fuels at different engine loads were performed. For majority of the experimental conditions, gasohols showed relatively lower trace metal concentration in particulates compared to gasoline. HR-TEM images showed that higher engine loads and presence of oxygen in the test fuels increased the soot reactivity. Multicore shells like structures were visible in the HR-TEM images due to growth of nuclei, and rapid soot formation due to relatively higher temperature and pressure environment of the engine combustion chamber. Researches world-over are trying to reduce particulate emissions from GDI engines; however there is a vast research gap for such investigations related to gasohol fueled GDI engines. This paper critically assesses and highlights comparative morphological characteristics of gasohol fueled GDI engine.

scholarly journals Challenging Conditions for Gasoline Particulate Filters (GPFs)

Catalysts ◽  
2022 ◽  
Vol 12 (1) ◽  
pp. 70
Author(s):  
Barouch Giechaskiel ◽  
Anastasios Melas ◽  
Victor Valverde ◽  
Marcos Otura ◽  
Giorgio Martini
Keyword(s):  
Ambient Temperature ◽  
Direct Injection ◽  
Number System ◽  
Gasoline Direct Injection ◽  
Oxidation Catalyst ◽  
Particulate Emissions ◽  
High Concentration ◽  
Rear Window ◽  
Particulate Filters ◽  
Low Efficiency

The emission limit of non-volatile particles (i.e., particles that do not evaporate at 350 °C) with size >23 nm, in combination with the real driving emissions (RDE) regulation in 2017, resulted in the introduction of gasoline particulate filters (GPFs) in all light-duty vehicles with gasoline direct injection engines in Europe. Even though there are studies that have examined the particulate emissions at or beyond the current RDE boundary conditions, there is a lack of studies combining most or all worst cases (i.e., conditions that increase the emissions). In this study, we challenged a fresh (i.e., no accumulation of soot or ash) “advanced” prototype GPF at different temperatures (down to −9 °C), aggressive drive cycles and hard accelerations (beyond the RDE limits), high payload (up to 90%), use of all auxiliaries (air conditioning, heating of the seats and the rear window), and cold starts independently or simultaneously. Under hot engine conditions, the increase of the particulate emissions due to higher payload and lower ambient temperature was 30–90%. The cold start at low ambient temperature, however, had an effect on the emissions of up to a factor of 20 for particles >23 nm or 300 when considering particles <23 nm. We proposed that the reason for these high emissions was the incomplete combustion and the low efficiency of the three-way oxidation catalyst. This resulted in a high concentration of species that were in the gaseous phase at the high temperature of the close-coupled GPF and thus could not be filtered by the GPF. As the exhaust gas cooled down, these precursor species formed particles that could not be evaporated at 350 °C (the temperature of the particle number system). These results highlight the importance of the proper calibration of the engine out emissions at all conditions, even when a GPF is installed.

Particulate Emission Reduction by Fuel Injection Timing Optimization in a Gasoline Direct Injection Engine

2021 ◽  
pp. 1-19
Author(s):  
Nikhil Sharma ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Superior Performance ◽  
Transport Sector ◽  
Injection Timing ◽  
Particulate Emissions ◽  
Particulate Emission ◽  
Fuel Injection Timing ◽  
Gdi Engine

Abstract Optimized fuel injection timings in internal combustion (IC) engines exhibit superior performance, combustion characteristics, and lower emissions. Particularly, particulate emissions from a gasoline direct injection (GDI) engine are highly dependent on fuel injection timings. GDI engines have emerged as a popular choice of powerplants for automobiles among customers. They are preferred over multiple-port fuel injection (MPFI) engines in the transport sector because of their superior fuel economy and performance characteristics. The main objective of this study was to optimize a GDI engine for the lowest particulate emission at different fuel injection timings. GDI engine was investigated for particulate matter (PM) mass/ particulate number (PN) emissions at five fuel injection timings (230, 250, 270, 290, 310 °btdc), which covered the entire envelope. Once the optimum fuel injection timing was determined, an engine exhaust particle sizer was used to measure the particle size-number distribution. Particulate samples from the engine were also collected on the filter paper for morphological investigations of particulates collected under optimized fuel injection timings. These experiments confirmed the importance and need to optimize the fuel injection timings at every engine operating point to reduce the PM/PN emissions from a GDI engine, which remains one of the biggest challenges to this technology.

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