Gasoline Particulate Filters—a Review

Joshi, Ameya; Johnson, Timothy V.

doi:10.1007/s40825-018-0101-y

Cited by 90 publications

(73 citation statements)

References 83 publications

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“…Figure 7 shows the correlation between integrated PM mass and dilution tunnel SPN > 23 nm over the different parts and total duration of WMTC. Considering only the data from the first two parts, the slope is 1.2 × 10 12 p/mg which is at the low end of the range reported for passenger cars and heavy-duty vehicles (1-4 × 10 12 p/mg) [12,57]. The low value indicates that the PM mass comprises a significant fraction of volatile species, originating either from the PTW emissions or the sampling system as such.…”

Section: Emission Levelsmentioning

confidence: 79%

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

et al. 2019

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The scientific literature indicates that solid particle number (SPN) emissions of motorcycles are usually higher than that of passenger cars. The L-category (e.g., mopeds, motorcycles) Euro 4 and 5 environmental steps were designed to reduce the emissions of particulate matter and ozone precursors such as nitrogen oxides and hydrocarbons. In this study the SPN emissions of one moped and eight motorcycles, all fulfilling the Euro 4 standards, were measured with a SPN measurement system employing a catalytic stripper to minimize volatile artefacts. Although the particulate matter mass emissions were <1.5 mg/km for all vehicles tested, two motorcycles and the moped were close to the SPN limit for passenger cars (6 × 1011 particles/km with sizes larger than 23 nm) and four motorcycles exceeded the limit by a factor of up to four. The measurement repeatability was satisfactory (deviation from the mean 10%) and concentration differences between tailpipe and dilution tunnel were small, indicating that performing robust SPN measurements for regulatory control purposes is feasible. However, steady state tests with the moped showed major differences between the tailpipe and the dilution tunnel sampling points for sub-23 nm particles. Thus, the measurement procedures of particles for small displacement engine mopeds and motorcycles need to be better defined for a possible future introduction in regulations.

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Section: Emission Levelsmentioning

confidence: 79%

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

et al. 2019

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“…The impact of GPFs on the emissions of gaseous pollutants, especially non-regulated ones, is limited [18]. Some recent studies that evaluated the performance of GPFs on retrofitted vehicles [18,19] indicated that they not only reduce particle number emissions from the gasoline vehicles but, if catalysed, could also reduce emissions of gaseous pollutants.…”

Section: Introductionmentioning

confidence: 99%

“…GPFs can be catalyst coated or not [19]. The primary benefit of bare GPF is that it can be designed as a stand-alone component without significant changes to the upstream TWC, which is already optimized to meet low tailpipe gas emissions.…”

Section: Introductionmentioning

confidence: 99%

“…The addition of a catalytic GPF may further reduce pollutants and maintain performance over the lifetime. While most of the recent studies provide results for prototypes or retrofitted vehicles, often optimized to present the best possible filtration performance [2,19], in the present study we investigate one of the first vehicles with GPF available in the European market in mass production. This should provide a better understanding of the mechanisms of filtration and regeneration and overall performance presented by this relatively new technology under representative laboratory and on-road conditions.…”

Section: Introductionmentioning

confidence: 99%

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

et al. 2019

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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).

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“…Instead, passive regeneration strategies produce such oxidation without an external energy source. These passive solutions help to reduce the frequency of active events in diesel engines [13] and are even sufficient in gasoline engines [14].…”

Section: Introductionmentioning

confidence: 99%

Late Fuel Post-Injection Influence on the Dynamics and Efficiency of Wall-Flow Particulate Filters Regeneration

et al. 2019

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Late fuel post-injections are the most usual strategy to reach high exhaust temperature for the active regeneration of diesel particulate filters. However, it is important to optimise these strategies in order to mitigate their negative effect on the engine fuel consumption. This work aims at understanding the influence of the post-injection parameters, such as its start of injection and its fuel quantity, on the duration of the regeneration event and the fuel consumption along it. For this purpose, a set of computational models are employed to figure out in a holistic way the involved phenomena in the interaction between the engine and the exhaust gas aftertreatment system. Firstly, an engine model is implemented to evaluate the effect of the late fuel post-injection pattern on the gas properties at the exhaust aftertreatment system inlet in different steady-state operating conditions. These are selected to provide representative boundary conditions of the exhaust gas flow concerning dwell time, exhaust temperature and O 2 concentration. In this way, the results are later applied to the analysis of the diesel oxidation catalyst and wall-flow particulate filter responses. The dependence of the diesel particulate filter (DPF) inlet temperature is discussed based on the efficiency of each post-injection strategy to increase the exhaust gas temperature. Next, the influence on the dynamics of the regeneration of the post-injection parameters through the change in gas temperature and O 2 concentration is finally studied distinguishing the pre-heating, maximum reactivity and late soot oxidation stages as well as the required fuel consumption to complete the regeneration process.

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Gasoline Particulate Filters—a Review

Cited by 90 publications

References 83 publications

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

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

Late Fuel Post-Injection Influence on the Dynamics and Efficiency of Wall-Flow Particulate Filters Regeneration

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