Measuring Automotive Exhaust Particles Down to 10 nm

Samaras, Zissis; Andersson, Jon; Bergmann, Alexander; Hausberger, Stefan; Toumasatos, Zisimos; Keskinen, Jorma; Haisch, Christoff; Kontses, Anastasios; Ntziachristos, Leónidas; Landl, Lukas; Mamakos, Athanasios; Bainschab, Markus

doi:10.4271/2020-01-2209

Cited by 24 publications

(19 citation statements)

References 35 publications

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“…This is supported by many different studies [18,19,20,21,22]. For this reason, the forthcoming Euro 7 regulations will take into account 10 nm particles [23]. As a result, a number of recent projects have focused on this change [24,25,26].…”

Section: Pm and Pn Measurementmentioning

confidence: 96%

A Review and Perspective on Particulate Matter Indices Linking Fuel Composition to Particulate Emissions from Gasoline Engines

Leach¹,

Chapman²,

Jetter³

et al. 2021

SAE Int. J. Fuels Lubr.

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Particulate matter (PM) indices-those linking PM emissions from gasoline engines to the composition and properties of the fuel-have been a topic of significant study over the last decade. It has long been known that fuel composition has a significant impact on particulate emissions from gasoline engines. Since gasoline direct injection (GDI) engines have become the market-leading technology, this has become more significant because the evaporative behavior of fuel increases in importance. Several PM indices have been developed to provide metrics describing this behavior and correlating PM emissions. In this article, 16 different PM indices are identified and collected-to the authors' knowledge, all of the indices are available at the time of writing. The indices are reviewed and discussed in the context of the information required to calculate them, as well as their utility. The authors believe that there is a need for indices that provide both a detailed and robust correlation, as well as those that are less sophisticated yet sufficient for specific use cases. Future research is suggested to guide the technical community toward improvements in the indices' methods and equations for both high and low fidelity and high and low time investment.

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Section: Pm and Pn Measurementmentioning

confidence: 96%

A Review and Perspective on Particulate Matter Indices Linking Fuel Composition to Particulate Emissions from Gasoline Engines

Leach¹,

Chapman²,

Jetter³

et al. 2021

SAE Int. J. Fuels Lubr.

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show abstract

“…The 23 nm lower size does not always cover the whole or the largest part of the size distribution of the emitted particles. High amounts of sub-23 nm particles are measured very often, both for diesel [64] and gasoline direct injection vehicles [31], but in particular for the technologies not subject currently to a SPN limit (port fuel injection gasoline and gas engines) [69][70][71]. On the other hand, for heavy-duty vehicles, all technologies are subject to the same limit.…”

Section: Euro 7/viimentioning

confidence: 99%

“…It should be emphasised, though, that total particles are more sensitive than solid particles, and they do not necessarily correlate for all cases (vehicles, fuels, test cycles etc.). Consequently, large differences between the two can sometimes be found [31].…”

Section: Introductionmentioning

confidence: 99%

Overview of Vehicle Exhaust Particle Number Regulations

et al. 2021

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Vehicle emissions are a significant source of air pollution in cities. Particulate matter (PM) is a pollutant with adverse health effects. Regulations worldwide determine the PM exhaust emissions of vehicles by gravimetric quantification of the mass deposited on a filter over a test cycle. The introduction of particulate filters as vehicle exhaust gas aftertreatment devices led to low PM emissions. A particle number methodology (counting solid particles >23 nm), complementary to the PM mass measurement, was developed by the PMP (Particle Measurement Programme) group of the GRPE (Working Party on Pollution and Energy) of the UNECE (United Nations Economic Commission for Europe) during the first decade of the 21st century. The methodology was then introduced in the EU (European Union) regulations for light-duty (2011), heavy-duty (2013), and non-road mobile machinery (2019). In parallel, during the last 15 years, UN (United Nations) regulations and GTRs (Global Technical Regulations) including this methodology were also developed. To address the on-road emissions, the EU introduced RDE (real-driving emissions) testing with PEMS (portable emissions measurement systems) in 2017. Other countries (e.g., China, India) have also started adopting the number methodology. The PMP group recently improved the current laboratory and on-board methodologies and also extended them to a lower particle size (counting solid particles >10 nm). Due to the rapid evolution of the vehicle exhaust particle number regulations and the lack of a summary in the literature, this paper gives an overview of current and near future regulations. Emphasis is given on the technical specifications and the changes that have taken place over the years.

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“…The first fresh GPFs (without soot and ash loading) had filtration efficiencies of around 60% [21]. Such low filtration efficiencies could result in high emission levels in aggressive cycles [22]. The latest technology, fresh GPFs, have filtration efficiencies closer to 90% [23].…”

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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Measuring Automotive Exhaust Particles Down to 10 nm

Cited by 24 publications

References 35 publications

A Review and Perspective on Particulate Matter Indices Linking Fuel Composition to Particulate Emissions from Gasoline Engines

A Review and Perspective on Particulate Matter Indices Linking Fuel Composition to Particulate Emissions from Gasoline Engines

Overview of Vehicle Exhaust Particle Number Regulations

Challenging Conditions for Gasoline Particulate Filters (GPFs)

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