New Particulate Filter Concept to Reduce Particle Number Emissions

Saito, Chika; Nakatani, Takahiko; Miyairi, Y.; Yuuki, Kazuya; Makino, Mikio; Kurachi, Hiroshi; Heuss, Wolfgang; Kuki, Tatsuyuki; Furuta, Yasuyuki; Kattouah, Philipp; Vogt, C.-D.

doi:10.4271/2011-01-0814

Cited by 75 publications

(51 citation statements)

References 3 publications

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“…However, GDI engines were also observed to have higher PM emissions compared to PFI engines due to possible fuel impingement on the piston and cylinder walls, incomplete fuel evaporation, and the inhomogeneity of air fuel mixture [6][7][8]. PM emission mitigation options for GDI engines do exist, which include engine optimization (e.g., adjusting fuel injection timing and volume, number of fuel injections, fuel injection pressure, injector placement) [9,10], changing fuel property and composition (e.g., controlling heavy aromatic hydrocarbons, increasing oxygenates in fuel) [11][12][13][14][15], and the use of emission control devices (e.g., gasoline particulate filter (GPF)) [8,[16][17][18][19].…”

Section: Introductionmentioning

confidence: 99%

Characterization of Real-Time Particle Emissions from a Gasoline Direct Injection Vehicle Equipped with a Catalyzed Gasoline Particulate Filter During Filter Regeneration

Chan

Saffaripour

Liu

et al. 2016

Emiss. Control Sci. Technol.

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Real-time solid particle number (PN), size distributions, black carbon (BC), and particulate matter (PM) mass measurements were obtained from a gasoline direct injection (GDI) vehicle with and without a catalyzed gasoline particulate filter (GPF) over the US Federal Test Procedure 75 (FTP-75) and US06 Supplemental Federal Test Procedure (US06) drive cycles. The organic and elemental carbon fractions of the carbonaceous PM and transmission electron microscope (TEM) images for the exhaust particles were examined. Particles emitted from the GDI vehicle over various moderate driving conditions have similar morphology, size, and composition. These accumulation mode particles have diameters of 50 to 90 nm, have comparable fractal structures to diesel particles, and contain mostly BC with little organic materials. Under aggressive driving conditions, many nanoparticles (<20 nm in diameter) are emitted with the accumulation mode particles. Over the FTP-75 driving conditions, the optimized GPF reaches particle filtration efficiency of over 90 % from clean condition rapidly and filtration efficiency remains unchanged as filter regeneration was not observed. Over the US06 driving condition, filter regeneration was triggered by the high exhaust temperature during which many nanoparticles with diameters smaller than 30 nm are formed downstream of the GPF. TEM image analysis suggests that BC particles collected during the filter regeneration contain a layer of semi-volatile materials on the aggregate surface while the nanoparticles were semi-volatile in nature. During filter regeneration, moderate filtration of the accumulation mode BC particles was still observed.

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Section: Introductionmentioning

confidence: 99%

Characterization of Real-Time Particle Emissions from a Gasoline Direct Injection Vehicle Equipped with a Catalyzed Gasoline Particulate Filter During Filter Regeneration

Chan

Saffaripour

Liu

et al. 2016

Emiss. Control Sci. Technol.

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show abstract

“…GDI engines have lower engine-out PM emissions than diesel engines, and much less soot is accumulated in conjunction with higher exhaust temperatures and flow rates in the GPF, as seen in Fig. 14 [119]. This leads to lower particle filtration efficiency and a higher pressure drop in the GPF.…”

Section: Differences Between Gpf and Dpfmentioning

confidence: 95%

“…The GPF position can affect the particulate matter filtration efficiency, and a GPF positioned underfloor will have a filtration efficiency about 15% higher than that in a closed coupled position. This is due to the lower volumetric gas flow rate caused by the reduced exhaust temperature [119]. Generally, the PN emissions limit of 6 × 10 11 #/km in the Euro 6/China 6 regulations for GDI engines can be readily attained with the application of a closed coupled GPF in asso- ciation with both the new European driving cycle (NEDC) and high dynamic aggressive driving cycles [120].…”

Section: Layouts Of Gpf With Twcmentioning

confidence: 99%

“…Soot regeneration can occur at exhaust gas temperatures in the vicinity of 500 • C even with little available oxygen content in the exhaust [126,127]. The GPF location has a minimal effect, and the particulate matter regeneration can be expected during fuel cut at the closed coupled and underfloor positions during NEDC [119]. Although the passive regeneration of GPFs can be accomplished utilizing the fuel cut strategy, there is still some concern as to whether active regeneration is needed because of the relatively low temperatures during the most common moderate city driving conditions [128].…”

Section: Pm Filtration and Regeneration In Gpfsmentioning

confidence: 99%

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Recent Progress in Automotive Gasoline Direct Injection Engine Technology

Shuai

et al. 2018

Automot. Innov.

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Gasoline direct injection (GDI) engines are currently the dominant powertrains for passenger cars. With the implementation of increasingly stringent fuel consumption and emission regulations worldwide, GDI engines are facing challenges owing to high particulate matter emissions and a tendency to knock, leading to a change in the research and design (R&D) issues compared with those in the twentieth century. This paper reviews the progress in research regarding GDI engine technologies over the past 20 years, focusing on combustion system configurations, and also highlights common issues in GDI R&D, including preignition and deto-knock, soot formation and PM emissions, injector deposits and gasoline compression ignition (GCI). First, an overview of recent developments in the field as driven by regulations is provided, following which progress in injection and combustion systems is examined. Third, the review addresses the occurrence and mechanism of deto-knock and considers means of suppressing this phenomenon. The fourth section discusses soot formation mechanisms and particulate matter emission characteristics of GDI engines and describes the application of gasoline particulate filter (GPF) after-treatment. The subsequent section summarizes studies regarding injector deposit formation, as well as pioneering research into GCI combustion modes. Finally, a summary and future prospects for GDI engine technologies are provided.

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“…As in the case of diesel engines, a filter for reducing particles is also being considered for DI gasoline engines [78]. However, this still requires a great deal of investigation, as with DI gasoline engines, significantly different ''temperature, particulate emission and residual oxygen levels [.…”

Section: Exhaust Gas After-treatmentmentioning

confidence: 99%