Particle Emissions from a 2009 Gasoline Direct Injection Engine Using Different Commercially Available Fuels

Khalek, Imad A.; Bougher, Thomas L.; Jetter, Jeff J.

doi:10.4271/2010-01-2117

Cited by 145 publications

(99 citation statements)

References 20 publications

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“…Due to the "black-box" operation of the DMM, which uses a proprietary method for calculating particle effective density and size distribution, the authors and several other groups have been unsuccessful in unequivocally pinpointing the source of error or discrepancy. Another instrument that does not measure particle size, the Micro Soot Sensor (MSS; AVL, Graz, Austria) is frequently used to quantify real-time particle mass (Khalek et al 2010) using photo-acoustic signals to detect black carbon that is assumed to linearly correlate with filter-based gravimetrically determined particle mass. While the instrument is sensitive to PM mass at low levels, it does not detect the non-light absorbing fraction of PM.…”

Section: Introductionmentioning

confidence: 99%

Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Xue

Wang

et al. 2015

Aerosol Science and Technology

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Fast-sizing spectrometers, such as the TSI Engine Exhaust Particle Sizer (EEPS), have been widely used to measure transient particle size distributions of vehicle exhaust. Recently, size distributions measured during different test cycles have begun to be used for calculating suspended particulate mass; however, several recent evaluations have shown some deficiencies in this approach and discrepancies relative to the gravimetric reference method. The EEPS converts electrical charge carried by particles into size distributions based on mobility classification and a specific calibration, and TSI recently released a matrix optimized for vehicle emissions as described by Wang et al. (Submitteda). This study evaluates the performance of the new matrix (soot matrix) relative to the original matrix (default matrix) and reference size distributions measured by a scanning mobility particle sizer (SMPS). Steady-state particle size distributions were generated from the following five sources to evaluate exhaust particulates with various morphologies estimated by mass-mobility scaling exponent: (1) A diesel generator operating on ultralow sulfur diesel, (2) a diesel generator operating on biodiesel, (3) a gasoline direct-injection vehicle operating at two speeds, (4) a conventional port-fuel injection gasoline vehicle, and (4) a light-duty diesel (LDD) vehicle equipped with a diesel particulate filter. Generally, the new soot matrix achieved much better agreement with the SMPS reference for particles smaller than 30 nm and larger than 100 nm, and also broadened the accumulation mode distribution that was previously too narrow using the default matrix. However, EEPS distributions still did not agree with SMPS reference measurements when challenged by a strong nucleation mode during high-load operation of the LDD vehicle. This work quantifies the range of accuracy that can be expected when measuring particle size distribution, number concentration, and integrated particle mass of vehicle emissions when using the new static calibration derived based on the properties of classical diesel soot.

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Section: Introductionmentioning

confidence: 99%

Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Xue

Wang

et al. 2015

Aerosol Science and Technology

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“…Semi-volatile material may condense on the surface of the solid particles (i.e., semi-volatile material internally mixed with soot) and increase their mass and mobility, and/or they can nucleate to form new particles consisting of only semi-volatile material (i.e., semi-volatile particles externally mixed with soot). Studies have been carried out in the literature to measure the volatility of the particles from GDI engines using number-based (Mathis et al 2005;Khalek et al 2010) and mass-based (Storey et al 2010) methods. Khalek et al (2010) measured the total and solid particle size distribution for a GDI vehicle using three different fuels.…”

Section: Introductionmentioning

confidence: 99%

“…Studies have been carried out in the literature to measure the volatility of the particles from GDI engines using number-based (Mathis et al 2005;Khalek et al 2010) and mass-based (Storey et al 2010) methods. Khalek et al (2010) measured the total and solid particle size distribution for a GDI vehicle using three different fuels. Mathis et al (2005) also employed a thermodenuder to measure the total and non-volatile number concentrations from a direct injection gasoline passenger vehicle.…”

Section: Introductionmentioning

confidence: 99%

Effective Density and Volatility of Particles Emitted from Gasoline Direct Injection Vehicles and Implications for Particle Mass Measurement

Momenimovahed

Olfert

2015

Aerosol Science and Technology

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The effective density and volatility of particulate emissions from five gasoline direct injection (GDI) passenger vehicles were measured using a tandem differential mobility analyzer (DMA) and centrifugal particle mass analyzer (CPMA) system. The measurements were conducted on a chassis dynamometer at three steady-state operating conditions. A thermodenuder was employed to find the volatility and mixing state of the particles as well as the effective density of nascent and non-volatile particles (defined as particle phase remaining after denuding at 200 C). The mass-mobility exponent ranged between 2.4 and 2.7 for nascent (or undenuded) particles and between 2.5 and 2.7 for non-volatile particles; higher than typical diesel soot. The effective density function was 4278d m ¡0.438 § 76.3 kg/m 3 (for mobility diameter, d m , in nm) for nascent particles and 3215d m ¡0.395 § 37.9 kg/m 3 for non-volatile particles. The effective density functions of the non-volatile particles were fairly similar for the conditions studied. The uncertainty in using the effective density and mixing state data to determine the mass concentration of the aerosol by integrating mobility size distributions was examined. The uncertainty in mass concentration is minimized when only the non-volatile component is measured. However, the uncertainty in the mass concentration increases substantially if nascent particles are measured due to uncertainties in the particle mixing state and their associated effective densities. Furthermore, transient vehicle operation (cold-starts, accelerations, and decelerations) would likely change the mixing state of the exhaust particles suggesting it is difficult to accurately measure the mass concentration of undenuded GDI exhaust particulate using integrated size distribution methods.

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“…This is in contradiction to the previous testing procedures, where the exhaust emission values are measured in laboratory conditions (on chassis dynamometer for passenger cars) in the adopted type approval test [6][7][8][9]. Moreover, due to the global scope of production and sales of motor vehicles, there is a developing trend of type approval testing procedures unification [10,11].…”

Section: Road Driving Emission Tests Requirementsmentioning

confidence: 55%

“…In the first stage, which should come into force after 4 years from the mandatory application of the Euro 6 standard, a conformity factor of 2.1 should be used. The second stage should begin 1 year and 4 months after the first stage and should require full compliance with the NOx distance emission limit value of 80 mg/km as specified in Regulation (EC) No 715/2007 [10], plus a margin, taking into account additional measurement uncertainties resulting from the use of portable emission measurement systems (PEMS) ( Table 1). …”

Section: Road Driving Emission Tests Requirementsmentioning

confidence: 99%

Practicability of passenger vehicle driving emission tests according to new European Union procedures

2017

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Abstract. The article compares driving test data using the latest legislative proposals applicable to passenger cars. Several measurements were performed on the same test route in accordance with the RDE test guidelines, which requires a number of criteria to be met. These criteria include: the length of the measuring segments, their overall test time share, and the dynamic characteristics of the drive. A mobile device for reading the EOBD System information was used to record the engine and vehicle operating parameters during tests. This allowed for the monitoring of parameters such as: load value, engine speed and vehicle velocity. The obtained results were then analyzed for their compatibility with the RDE procedure requirements. Despite the same research route, the obtained results were not the same. The analysis also uses the two-dimensional operating time share characteristics expressed in vehicle velocity and acceleration co-ordinates. As a result it was possible to compare the dynamic properties, share of operating time and, consequently, to check the validity of conducted drive tests in terms of their practicability and emission values.

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Particle Emissions from a 2009 Gasoline Direct Injection Engine Using Different Commercially Available Fuels

Cited by 145 publications

References 20 publications

Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Effective Density and Volatility of Particles Emitted from Gasoline Direct Injection Vehicles and Implications for Particle Mass Measurement

Practicability of passenger vehicle driving emission tests according to new European Union procedures

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