Characterization of the emission of particles larger than 10 nm in the exhaust of modern gasoline and CNG light duty vehicles

Eggenschwiler, Panayotis Dimopoulos; Schreiber, Daniel; Schröter, Karin

doi:10.1016/j.fuel.2020.120074

Cited by 14 publications

(7 citation statements)

References 25 publications

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“…Studies with recent emission standard (Euro 6) CNG fuelled vehicles, reported SPN10 mostly below the limit and only occasionally at the limit, while SPN2.5 was above 6 × 10 11 1/km [12,13,15], similar to results presented here. To our knowledge, there are no previous studies presenting <23 nm SPN results for LPG.…”

Section: Discussionsupporting

confidence: 89%

“…In the literature, mono fuel gas vehicle (CNG) SPN23 levels of are shown to increase 400% to 3500% in 23 • C tests when changing to gasoline from CNG and the SPN23 levels remained below 6 × 10 11 1/km similar to our results [13]. For SPN10, gasoline operation emission levels differed −40% to 3300% CNG operation levels in 23 • C tests while SPN10 were around 6 × 10 11 1/km [13,15]. For SPN2.5, the change between the fuel types is shown to be lower, around 0% to 400% higher with gasoline than with CNG in 23 • C tests when SPN2.5 was around~10 11 − 10 12 1/km [13].…”

Section: Operation With Gasoline Fuelsupporting

confidence: 85%

“…The CNG and LPG fueled vehicles are connected to low particle emissions when particulate matter (PM) mass or solid particle number (SPN) in a >23 nm size range (SPN23) is considered [9][10][11][12][13][14][15]. In fact, as most of the CNG and LPG fueled vehicles in European market apply port fuel injection or multiport fuel injection (PFI) [16], their particle emissions are not regulated in Europe.…”

Section: Introductionmentioning

confidence: 99%

“…As mentioned above, the low exhaust emissions of CNG and LPG fueled vehicles are often used to promote the fuels in transportation use. In practical terms, however, the light-duty CNG and LPG fueled vehicles sold in European market apply mostly gasoline as a second or reserve fuel and the emissions of the vehicles in gasoline operation modality may have a notable impact on the emission levels of the vehicles [10][11][12][13][14][15][16]45]. Thus, when it comes to estimation of bi-fuel vehicle particle emissions, also gasoline operation should be considered as gasoline SPN emissions are usually higher than the emissions in gaseous fuel operation.…”

Section: Introductionmentioning

confidence: 99%

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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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Section: Discussionsupporting

confidence: 89%

Section: Operation With Gasoline Fuelsupporting

confidence: 85%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

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

Lähde

Giechaskiel

2021

Atmosphere

View full text Add to dashboard Cite

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“…The studies with GDI vehicles measuring below 23 nm are limited and have focused on typical operating conditions. The concentration of particles between 10 and 23 nm is approximately 35% of the concentration of particles >23 nm [6,[45][46][47], but higher percentages have been reported [48], in particular for cold starts and high sulfur fuels [49,50]. There are a few cases, though, that reported a very high concentration of particles below 23 nm at extreme conditions (e.g., −30 • C, or dynamic urban driving at −10 • C [51], and regeneration [21]).…”

Section: Introductionmentioning

confidence: 99%

Challenging Conditions for Gasoline Particulate Filters (GPFs)

et al. 2022

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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.

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Experimental study on Ag-modified CeO2 as the catalyst for soot oxidation

Fang,

Yi,

et al. 2023

J Therm Anal Calorim

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Characterization of the emission of particles larger than 10 nm in the exhaust of modern gasoline and CNG light duty vehicles

Cited by 14 publications

References 25 publications

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

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

Challenging Conditions for Gasoline Particulate Filters (GPFs)

Experimental study on Ag-modified CeO2 as the catalyst for soot oxidation

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