Next Generation of Ceramic Wall Flow Gasoline Particulate Filter with Integrated Three Way Catalyst

Ito, Yoshitaka; Shimoda, Takehide; Aoki, Takashi; Yuuki, Kazuya; Sakamoto, Hirofumi; Kato, Kyozo; Thier, Dominic; Kattouah, Philipp; Ohara, E.; Vogt, Claus

doi:10.4271/2015-01-1073

Cited by 39 publications

(30 citation statements)

References 9 publications

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“…Emissions of total hydrocarbons (THC) were low (17 mg/km). These emissions were in agreement with those reported for a Euro 6b and China 6 GDI vehicles (not equipped with GPF) under the same conditions (i.e., WLTP at 23 • C) [8,20,21,25] as well as for various GPF-GDI vehicles and engines [23,24,26].…”

Section: Cycles At 23-25 • Csupporting

confidence: 90%

“…This suggests a similar efficiency of the system used by the tested vehicle (TWC + GPF) when reducing NMHC compared to similar vehicles equipped just with a TWC [20]. The NMHC results are in good agreement with others [23] for NMHC and additionally with a study [27] that reported no decrease on the emissions of NMHC or aromatic compounds from a series of retrofitted GDI vehicles.…”

Section: Cycles At 23-25 • Csupporting

confidence: 82%

“…Carbon monoxide (CO) emissions (178 mg/km) were comparable to what was reported in recent Euro 6 studies [7,8,20,21]. These studies present the widest emission source currently available for Euro 6b gasoline vehicles tested at 23 • C or −7 • C. CO emissions were also in agreement or lower with those reported for GPF-GDI vehicles and engines [22][23][24].…”

Section: Cycles At 23-25 • Csupporting

confidence: 82%

“…NO x emissions (30 mg/km) were comparable to those reported in the literature [22,23,26]. Interestingly, while up to now NO 2 from stoichiometric gasoline vehicles have been reported to be negligible, or below the limit of detection of the used instruments [20], NO 2 emissions from the tested GPF-equipped vehicle represented approximately 50% (15 mg/km) of the NO x emissions.…”

Section: Cycles At 23-25 • Csupporting

confidence: 81%

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Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

et al. 2019

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The introduction of a solid particle number limit for vehicles with gasoline direct injection (GDI) engines resulted in a lot of research and improvements in this field in the last decade. The requirement to also fulfil the limit in the recently introduced real-driving emissions (RDE) regulation led to the introduction of gasoline particulate filters (GPFs) in European vehicle models. As the pre-standardisation research was based on engines, retrofitted vehicles and prototype vehicles, there is a need to better characterise the actual emissions of GPF-equipped GDI vehicles. In the present study we investigate one of the first mass production vehicles with GPF available in the European market. Regulated and non-regulated pollutants were measured over different test cycles and ambient temperatures (23 °C and −7 °C) in the laboratory and different on-road routes driven normally or dynamically and up to 1100 m altitude. The results showed that the vehicle respected all applicable limits. However, under certain conditions high emissions of some pollutants were measured (total hydrocarbons emissions at −7 °C, high CO during dynamic RDE tests and high NOx emissions in one dynamic RDE test). The particle number emissions, even including those below 23 nm, were lower than 6 × 1010 particles/km under all laboratory test cycles and on-road routes, which are <10% of the current laboratory limit (6 × 1011 particles/km).

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Section: Cycles At 23-25 • Csupporting

confidence: 90%

Section: Cycles At 23-25 • Csupporting

confidence: 82%

Section: Cycles At 23-25 • Csupporting

confidence: 82%

Section: Cycles At 23-25 • Csupporting

confidence: 81%

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Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

et al. 2019

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“…Figure 15 shows a typical passive regeneration of a GPF resulting from a fuel cut during deceleration, as well as the consumption of oxygen due to soot oxidation. Soot regeneration can occur at exhaust gas temperatures in the vicinity of 500 • C even with little available oxygen content in the exhaust [126,127]. The GPF location has a minimal effect, and the particulate matter regeneration can be expected during fuel cut at the closed coupled and underfloor positions during NEDC [119].…”

Section: Pm Filtration and Regeneration In Gpfsmentioning

confidence: 99%

Recent Progress in Automotive Gasoline Direct Injection Engine Technology

Shuai

et al. 2018

Automot. Innov.

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Gasoline direct injection (GDI) engines are currently the dominant powertrains for passenger cars. With the implementation of increasingly stringent fuel consumption and emission regulations worldwide, GDI engines are facing challenges owing to high particulate matter emissions and a tendency to knock, leading to a change in the research and design (R&D) issues compared with those in the twentieth century. This paper reviews the progress in research regarding GDI engine technologies over the past 20 years, focusing on combustion system configurations, and also highlights common issues in GDI R&D, including preignition and deto-knock, soot formation and PM emissions, injector deposits and gasoline compression ignition (GCI). First, an overview of recent developments in the field as driven by regulations is provided, following which progress in injection and combustion systems is examined. Third, the review addresses the occurrence and mechanism of deto-knock and considers means of suppressing this phenomenon. The fourth section discusses soot formation mechanisms and particulate matter emission characteristics of GDI engines and describes the application of gasoline particulate filter (GPF) after-treatment. The subsequent section summarizes studies regarding injector deposit formation, as well as pioneering research into GCI combustion modes. Finally, a summary and future prospects for GDI engine technologies are provided.

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