Challenging Conditions for Gasoline Particulate Filters (GPFs)

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.

The Impact of Various Fuels on Particulate Emissions for a Compression Ignition Engine Equipped with a Diesel Particulate Filter

The aim of this research was to highlight the impact of using different types of fuels on particulate emissions and also on the operation on particulate filters on diesel engines. For all the results obtained from the experimental tests, comparative studies were performed to find the optimal fuel mixture that can be used in order to obtain the optimal performance of the particle filter, without affecting the engine performance. Following the initial tests performed without DPF, the case with the highest smoke emission value (2000 1/min) was identified. For this case, continuous measurement tests were then performed. For this reason, a more detailed analysis was made only for this case.

Evaluation of Solid Particle Number Sensors for Periodic Technical Inspection of Passenger Cars

Following the increase in stringency of the European regulation limits for laboratory and real world automotive emissions, one of the main transport related aspects to improve the air quality is the mass scale in-use vehicle testing. Solid particle number (SPN) emissions have been drastically reduced with the use of diesel and gasoline particulate filters which, however, may get damaged or even been tampered. The feasibility of on-board monitoring and remote sensing as well as of the current periodical technical inspection (PTI) for detecting malfunctioning or tampered particulate filters is under discussion. A promising methodology for detecting high emitters is SPN testing at low idling during PTI. Several European countries plan to introduce this method for diesel vehicles and the European Commission (EC) will provide some guidelines. For this scope an experimental campaign was organized by the Joint Research Centre (JRC) of the EC with the participation of different instrument manufacturers. Idle SPN concentrations of vehicles without or with a malfunctioning particulate filter were measured. The presence of particles under the current cut-off size of 23 nm as well as of volatile particles during idling are presented. Moreover, the extreme case of a well performing vehicle tested after a filter regeneration is studied. In most of the cases the different sensors used were in good agreement, the high sub-23 nm particles existence being the most challenging case due to the differences in the sensors’ efficiency below the cut-off size.

Modelling Investigation of the Thermal Treatment of Ash-Contaminated Particulate Filters

This paper investigates the impact of thermal treatment on the pressure drop of particulate filters containing ash deposits. A one-dimensional model has been developed and applied to describe the deposition of soot and ash particles, and estimate the spatial distribution of the deposits in such filters. Phenomenological models have been developed to describe the potential sintering and cracking of the ash deposits caused by thermal treatment of the filter. The model results are in good agreement with experimental measurements of the reduction in the pressure drop in thermally treated filters. It was found that crack formation in the ash layer can lead to significant reduction of the pressure drop at relatively low temperatures. Sintering of ash deposits in the wall and the ash plug also contributes towards a decrease in filter pressure drop at higher temperatures. This work is the first attempt to model the impact of the thermal treatment of ash in particulate filters in order to support the development of future ash management strategies. The cracking of the ash layer during the thermal treatment has been identified to be the most critical effect for pressure drop reduction.

Fuel-Lubricant Interactions: Critical Review of Recent Work

A critical review of recent work on fuel lubricant interactions is undertaken. The work focusses on liquid fuels used in diesel and gasoline vehicles. The amount of fuel that contaminates the lubricant depends on driving conditions, engine design, fuel type, and lubricant type. When fuel contaminates a lubricant, the viscosity of the lubricant will change (it will usually decrease), the sump oil level may increase, there may be a tendency for more sludge formation, there may be an impact on friction and wear, and low speed pre-ignition could occur. The increased use of biofuels (particularly biodiesel) may require a reduction in oil drain intervals, and fuel borne additives could contaminate the lubricant. The move towards the active regeneration of particulate filters by delayed fuel post-injection and the move towards hybrid electric vehicles and vehicles equipped with stop-start systems will lead to increased fuel dilution. This will be of more concern in diesel engines, since significant fuel dilution could persist at sump oil temperatures in the range of 100–150 °C (whereas in gasoline engines the more volatile gasoline fuel will have substantially evaporated at these temperatures). It is anticipated that more research into fuel lubricant interactions, particularly for diesel engines, will be needed in the near future.

Catalytic Diesel and Gasoline Particulate Filters

I am honored to be the Guest Editor of this Special Issue of the journal Catalysts dedicated to “Catalytic Diesel and Gasoline Particulate Filters” [...]