Comparisons of the nanoparticle emission characteristics between GDI and PFI vehicles

Jang, Ji-Young; Kim, Jeongsoo; Park, Sungwook

doi:10.1007/s11051-015-3280-2

Cited by 19 publications

(9 citation statements)

References 15 publications

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“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,[93][94][95]100,[102][103][104][105][106]108,109,120,121,132,[157][158][159][160][161][162][163][165][166][167]169,170,173,[175][176][177][178][179]181,…”

Section: Appendix Bmentioning

confidence: 99%

“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,93-95,100,102-106,108,109,120,121,132,157-163, 165-167,169,170,173,175-179,181,184,186,188-190,194-225] Figure 2 (upper panel): SPN PFI: [42,51,75,93,96,121,127,[158][159][160][161][162][163][164][165][168][169][170][171][172][173][174][175][176][177][178][179][180][181][182][183]194,224,[226][227][228]…”

Section: Appendix Bmentioning

confidence: 99%

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European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

et al. 2019

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The particulate matter (PM) emissions of gasoline vehicles were much lower than those of diesel vehicles until the introduction of diesel particulate filters (DPFs) in the early 2000s. At the same time, gasoline direct injection (GDI) engines started to become popular in the market due to their improved efficiency over port fuel injection (PFI) ones. However, the PM mass and number emissions of GDI vehicles were higher than their PFI counterparts and diesel ones equipped with DPFs. Stringent PM mass levels and the introduction of particle number limits for GDI vehicles in the European Union (EU) resulted in significant PM reductions. The EU requirement to fulfill the proposed limits on the road resulted to the introduction of gasoline particulate filters (GPFs) in EU GDI models. This review summarizes the evolution of PM mass emissions from gasoline vehicles placed in the market from early 1990s until 2019 in different parts of the world. The analysis then extends to total and nonvolatile particle number emissions. Care is given to reveal the impact of ambient temperature on emission levels. The discussion tries to provide scientific input to the following policy-relevant questions. Whether particle number limits should be extended to gasoline PFI vehicles, whether the lower limit of 23 nm for particle number measurements should be decreased to 10 nm, and whether low ambient temperature tests for PM should be included.

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“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,[93][94][95]100,[102][103][104][105][106]108,109,120,121,132,[157][158][159][160][161][162][163][165][166][167]169,170,173,[175][176][177][178][179]181,…”

Section: Appendix Bmentioning

confidence: 99%

“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,93-95,100,102-106,108,109,120,121,132,157-163, 165-167,169,170,173,175-179,181,184,186,188-190,194-225] Figure 2 (upper panel): SPN PFI: [42,51,75,93,96,121,127,[158][159][160][161][162][163][164][165][168][169][170][171][172][173][174][175][176][177][178][179][180][181][182][183]194,224,[226][227][228]…”

Section: Appendix Bmentioning

confidence: 99%

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

et al. 2019

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“…Similarly, the dual-pulse DI was also adopted by Yoshizawa et al [17] to achieve the so-called two-phase combustion with a largely lean air-fuel mixture, which was shown to be effective in preventing knocks. Despite the benefit of the dual-pulse DI, pure DI showed a higher particulate number emission compared to port fuel injection (PFI), as indicated in the experimental study reported in [24].…”

Section: Introductionmentioning

confidence: 95%

“…The moderate heat release rate (HRR) of the SFI hybrid combustion would reduce the risk of knocking and offers a potential to improve the fuel economy by advancing the combustion phasing. In addition, as a part of the fuel is provided by PFI in the P-DI strategy, the soot emission could be reduced due to a more homogeneous fuel-air mixture in the cylinder compared to that of the pure DI strategy [24,27]. Meanwhile, the fraction of fuel mass from DI (RDI) in the total fuel mass and the corresponding start of injection (SOI) timing of DI in the P-DI strategy can be varied to control the SFI combustion process [28].…”

Section: Introductionmentioning

confidence: 99%

Trade-off on fuel economy, knock, and combustion stability for a stratified flame-ignited gasoline engine

2018

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A combination of port fuel injection (PFI) and direct injection (DI), called P-DI strategy, was used in a four-cylinder gasoline engine. The aim was to achieve a stratified flame ignition (SFI) hybrid combustion and manage the trade-off among fuel economy, knock, and combustion stability (EKS) in a gasoline engine. In the proposed P-DI strategy, DI was used to enrich the local mixture around the spark plug to enhance the early spark-ignition combustion. On the other hand, PFI was used to form a largely lean homogeneous mixture to achieve a moderately controlled auto-ignition combustion in the outer region of the cylinder. The effects of DI fraction (RDI) and start of injection (SOI) timing of DI on the SFI hybrid combustion were investigated experimentally. It was found that an increased RDI resulted in a parabolic-like effect on the combustion phasing and combustion stability. The earliest combustion phasing was achieved with an RDI of approximately 35%. The fuel economy deteriorated monotonously with increasing RDI. In comparison, the effect of SOI on the SFI hybrid combustion was more complicated. It was found that an SOI between 50 °CA before top-dead-center (BTDC) and 90 °CA BTDC showed a potential to achieve a satisfactory trade-off among EKS. Based on the above findings, a cost function (J) was proposed to represent the EKS trade-off and reduce the calibration burden for optimal SOI at different engine operating conditions. An extremum-seeking algorithm was adopted to search for the maximum value of J and obtain the optimal SOI timing at each operating point. The proposed algorithm was then validated by experimental results.

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“…Over the past years, GDI engines have occupied the majority of the market share of engines for passenger cars and hybrid vehicles [8]. However, compared with the conventional port fuel injection (PFI) engine, GDI engines generate more particles [9] [10]. Previous studies have demonstrated that the combination of direct injection (DI) and LPG can efficiently resolve the PM emission problems of spark ignition engines [11] [12] [13] [14].…”

Section: Introductionmentioning

confidence: 99%

Characteristics of trans-critical propane spray discharged from multi-hole GDI injector

Zhang

et al. 2018

Experimental Thermal and Fluid Science

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Comparisons of the nanoparticle emission characteristics between GDI and PFI vehicles

Cited by 19 publications

References 15 publications

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

Trade-off on fuel economy, knock, and combustion stability for a stratified flame-ignited gasoline engine

Characteristics of trans-critical propane spray discharged from multi-hole GDI injector

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