Studies on Characteristics of Nanoparticles Generated in a Gasoline Direct-Injection Engine

Tabata, Kunio; Takahashi, Motonobu; Takeda, Kenji; Tsurumi, Kazuya; Kiya, Yasuyuki; Tobe, Shota; Ogura, Atsushi

doi:10.4271/2019-01-2328

Cited by 9 publications

(6 citation statements)

References 5 publications

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“…This modal shape is in line with cold-start investigations conducted by Badshah et al [42]. Comparing the size distributions curves presented by Giechaskiel et al [30] and Tabata et al [41] versus the results documented by Badshah et al [42] and the results from Figures 4 and 5, it can be concluded that soot properties for soot obtained during warm engine operation versus cold-start soot differs strongly in terms of their size distribution. As explained by, e.g., Dorscheidt et al [12], the size distribution of the soot could have a significant effect on the penetration depth of the particulates into the filter wall and on the ratio deep-bed versus soot cake filtration depending on the soot load, hence on the backpressure behaviour of the respective component.…”

Section: Discussionsupporting

confidence: 88%

“…The contour plots for both cold-start measurements at T Coolant = −15 • C depicted in Figure 4, which are representative for all the cold-start measurements conducted in the vehicle, prove the reproducibility of the DMS500 system for measurements executed on, e.g., different weekdays. Both size distribution curves (Figure 5) which are derived from Figure 4 do not follow the usual bimodal shape where two peaks exist (see, e.g., Giechaskiel et al [30] and Tabata et al [41]), one in the nucleation mode and one in the accumulation mode. On the contrary, the measurements show that during the cold start of the engine, PN downstream the TWC has a distinct size distribution curve characterised by a single peak centred around the nucleation mode in the 20-30 nm range.…”

Section: Discussionmentioning

confidence: 92%

“…The burner setup can be extended with additional hardware functionalities to increase the degrees of freedom in terms of soot reproduction. Adding an oil injection unit for example, as already presented by Sterlepper et al [31], enables the burner bench to produce soot with a bi-model-shaped size distribution curve (Tabata et al [41]). This feature may be a compelling requirement for reproducing soot characteristics for some engine configurations.…”

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confidence: 99%

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Development of a Novel Gasoline Particulate Filter Loading Method Using a Burner Bench

et al. 2021

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In view of the deliberations on new Euro 7 emission standards to be introduced by 2025, original equipment manufacturers (OEMs) are already hard at work to further minimise the pollutant emissions of their vehicles. A particular challenge in this context will be compliance with new particulate number (PN) limits. It is expected that these will be tightened significantly, especially by including particulates down to 10 nm. This will lead to a substantially increased effort in the calibration of gasoline particulate filter (GPF) control systems. Therefore, it is of great interest to implement advanced methods that enable shortened and at the same time more accurate GPF calibration techniques. In this context, this study presents an innovative GPF calibration procedure that can enable a uniquely efficient development process. In doing so, some calibration work packages involving GPF soot loading and regeneration are transferred to a modern burner test bench. This approach can minimise the costly and time-consuming use of engine test benches for GPF calibration tasks. Accurate characterisation of the particulate emissions produced after a cold start by the target engine in terms of size distribution, morphology, and the following exhaust gas backpressure and burn-off rates of the soot inside the GPF provides the basis for a precise reproduction and validation process on the burner test bench. The burner test bench presented enables the generation of particulates with a geometric mean diameter (GMD) of 35 nm, exactly as they were measured in the exhaust gas of the engine. The elemental composition of the burner particulates also shows strong similarities to the particulates produced by the gasoline engine, which is further confirmed by matching burn-off rates. Furthermore, the exhaust backpressure behaviour can accurately be reproduced over the entire loading range of the GPF. By shifting GPF-related calibration tasks to the burner test bench, total filter loading times can be reduced by up to 93%.

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Section: Discussionsupporting

confidence: 88%

Section: Discussionmentioning

confidence: 92%

mentioning

confidence: 99%

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Development of a Novel Gasoline Particulate Filter Loading Method Using a Burner Bench

et al. 2021

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“…In addition, for a gasoline and diesel vehicles, detected~10 nm particle population is connected to lubricant additives and a slightly smaller, coexisting particle mode to fuel characteristics [26][27][28]. The <23 nm particle composition in vehicle exhaust is, in general, proposed to include aliphatic or polycyclic aromatic hydrocarbons, metals originating from lubricant oil additives or in-cylinder wear or fragmented soot particles [23,[26][27][28][29][30][31][32][33]. The small particle size and the composition of the vehicle exhaust particles are often connected to potential adverse health effects in inhalation exposure [34][35][36][37][38][39][40][41].…”

Section: Introductionmentioning

confidence: 91%

“…CNG fueled ship engine exhaust particle population is suggested to include three different solid particle modes: soot mode at 30 nm to 70 nm size range, lubricant originating particle mode at size range from 10 nm to 30 nm and fuel originating particle mode in <10 nm size range [23]. In addition, for a gasoline and diesel vehicles, detected~10 nm particle population is connected to lubricant additives and a slightly smaller, coexisting particle mode to fuel characteristics [26][27][28]. The <23 nm particle composition in vehicle exhaust is, in general, proposed to include aliphatic or polycyclic aromatic hydrocarbons, metals originating from lubricant oil additives or in-cylinder wear or fragmented soot particles [23,[26][27][28][29][30][31][32][33].…”

Section: Introductionmentioning

confidence: 99%

Particle Number Emissions of Gasoline, Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG) Fueled Vehicles at Different Ambient Temperatures

Lähde

Giechaskiel

2021

Atmosphere

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Compressed natural gas (CNG) and liquefied petroleum gas (LPG) are included in the group of promoted transport fuel alternatives for traditional fossil fuels in Europe. Both CNG and LPG fueled vehicles are believed to have low particle number and mass emissions. Here, we studied the solid particle number (SPN) emissions >4 nm, >10 nm and >23 nm of bi-fuel vehicles applying CNG, LPG and gasoline fuels in laboratory at 23 °C and sub-zero (−7 °C) ambient temperature conditions. The SPN23 emissions in CNG or LPG operation modality at 23 °C were below the regulated SPN23 limit of diesel and gasoline direct injection vehicles 6×1011 1/km. Nevertheless, the limit was exceeded at sub-zero temperatures, when sub-23 nm particles were included, or when gasoline was used as a fuel. The key message of this study is that gas-fueled vehicles produced particles mainly <23 nm and the current methodology might not be appropriate. However, only in a few cases absolute SPN >10 nm emission levels exceeded 6×1011 1/km when >23 nm levels were below 6×1011 1/km. Setting a limit of 1×1011 1/km for >10 nm particles would also limit most of the >4 nm SPN levels below 6×1011 1/km.

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Real Driving Emission Calibration—Review of Current Validation Methods against the Background of Future Emission Legislation

et al. 2021

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Reducing air pollution caused by emissions from road traffic, especially in urban areas, is an important goal of legislators and the automotive industry. The introduction of so-called “Real Driving Emission” (RDE) tests for the homologation of vehicles with internal combustion engines according to the EU6d legislation was a fundamental milestone for vehicle and powertrain development. Due to the introduction of non-reproducible on-road emission tests with “Portable Emission Measurement Systems” (PEMS) in addition to the standardized emission tests on chassis dynamometers, emission aftertreatment development and validation has become significantly more complex. For explicit proof of compliance with the emission and fuel consumption regulations, the legislators continue to require the “Worldwide Harmonized Light Duty Vehicle Test Cycle” (WLTC) on a chassis dynamometer. For calibration purposes, also various RDE profiles are conducted on the chassis dynamometer. However, the combination of precisely defined driving profiles on the chassis dynamometer and the dynamics-limiting boundary conditions in PEMS tests on the road still lead to discrepancies between the certified test results and the real vehicle behavior. The expected future emissions standards to replace EU6d will therefore force even more realistic RDE tests. This is to be achieved by significantly extending the permissible RDE test boundary conditions, such as giving more weight to the urban section of an RDE test. In addition, the introduction of limit values for previously unregulated pollutants such as nitrogen dioxide (NO2), nitrous oxide (N2O), ammonia (NH3) and formaldehyde (CH2O) is being considered. Furthermore, the particle number (for diameters of solid particles > 10 nm: PN10), the methane (CH4) emissions and emissions of non-methane organic gases (NMOG) shall be limited and must be tested. To simplify the test procedure in the long term, the abandonment of predefined chassis dyno emission tests to determine the pollutant emission behavior is under discussion. Against this background, current testing, validation, and development methods are reviewed in this paper. New challenges and necessary adaptations of current approaches are discussed and presented to illustrate the need to consider future regulatory requirements in today’s approaches. Conclusions are drawn and suggestions for a robust RDE validation procedure are formulated.

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Studies on Characteristics of Nanoparticles Generated in a Gasoline Direct-Injection Engine

Cited by 9 publications

References 5 publications

Development of a Novel Gasoline Particulate Filter Loading Method Using a Burner Bench

Development of a Novel Gasoline Particulate Filter Loading Method Using a Burner Bench

Particle Number Emissions of Gasoline, Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG) Fueled Vehicles at Different Ambient Temperatures

Real Driving Emission Calibration—Review of Current Validation Methods against the Background of Future Emission Legislation

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