Particle Emissions from Gasoline Direct Injection Engines during Engine Start-Up (Cranking)

Premnath, Vinay; Khalek, Imad A.

doi:10.4271/2019-01-1182

Cited by 6 publications

(2 citation statements)

References 26 publications

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“…Starting with the laboratory WLTC test ( Figure 2 a), idling periods (i.e., speed is 0 km/h and exhaust flow rate >3 kg/h) were at times around 100−120 s, 350−400 s, 1000 s and 1450 s. The “cold” idle concentration levels were considered during the first idle (around 120 s in this example), after the first ignition of the engine (>30 s) and before 300 s (defined as cold start duration in the European regulation). The exclusion of the first 30 s was decided to exclude the very high start-up emissions due to incomplete combustion [ 47 , 48 ]. It also ensured that the start-up emissions with gasoline fuel of CNG and LPG vehicles would not be considered.…”

Section: Methodsmentioning

confidence: 99%

Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors

Giechaskiel

Lähde

Suarez-Bertoa

et al. 2020

Sensors

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For the type approval of compression ignition (diesel) and gasoline direct injection vehicles, a particle number (PN) limit of 6 × 1011 p/km is applicable. Diesel vehicles in circulation need to pass a periodical technical inspection (PTI) test, typically every two years, after the first four years of circulation. However, often the applicable smoke tests or on-board diagnostic (OBD) fault checks cannot identify malfunctions of the diesel particulate filters (DPFs). There are also serious concerns that a few high emitters are responsible for the majority of the emissions. For these reasons, a new PTI procedure at idle run with PN systems is under investigation. The correlations between type approval cycles and idle emissions are limited, especially for positive (spark) ignition vehicles. In this study the type approval PN emissions of 32 compression ignition and 56 spark ignition vehicles were compared to their idle PN concentrations from laboratory and on-road tests. The results confirmed that the idle test is applicable for diesel vehicles. The scatter for the spark ignition vehicles was much larger. Nevertheless, the proposed limit for diesel vehicles was also shown to be applicable for these vehicles. The technical specifications of the PTI sensors based on these findings were also discussed.

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Section: Methodsmentioning

confidence: 99%

Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors

Giechaskiel

Lähde

Suarez-Bertoa

et al. 2020

Sensors

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“…In an HEV, for example, much more frequent starts and stops occur, which lead to higher pollutant emissions. 32 In this context, the cold start engine condition is an important factor influencing PN emissions from GDI engines. 10 As a result, a detailed investigation of the related PN and PM emissions of HEVs is essential.…”

Section: Introductionmentioning

confidence: 99%

A case study on particulate emissions from a gasoline plug-in hybrid electric vehicle during engine warm-up, taking into account start–stop operation

Lenz

Cremer

Guse

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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Concerning the discussions about emissions caused by individual mobility, it is foreseeable that future vehicle concepts will increasingly be based on hybrid powertrains. These systems lead to more complex operating scenarios, which have a significant influence on the resulting emissions of the engine. This work shows a case study and the results in the operation and emission behavior of a plug-in hybrid electric vehicle with a direct injection gasoline engine when operated in an internationally recognized driving cycle. The vehicle’s exhaust aftertreatment system consists of a three-way catalytic converter; a particulate filter is not installed. The emissions are analyzed with a focus on particulate number emissions (from soot), especially during the warm-up phase and the frequent start–stop events (in total, there are 12 internal combustion engine operating phases), which are typical for hybrid vehicles. The results show that approximately 50% of the emitted particulates have a smaller size, 23 nm (a very high number of particulates with a mean size of 10 to 15 nm are present), which are currently not regulated, but are expected to have a high risk of adverse health effects.

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Impact of coolant temperature on the combustion characteristics and emissions of a stratified-charge direct-injection spark-ignition engine fueled with E30

Zhou

Liu

et al. 2022

Fuel

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Particle Emissions from Gasoline Direct Injection Engines during Engine Start-Up (Cranking)

Cited by 6 publications

References 26 publications

Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors

Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors

A case study on particulate emissions from a gasoline plug-in hybrid electric vehicle during engine warm-up, taking into account start–stop operation

Impact of coolant temperature on the combustion characteristics and emissions of a stratified-charge direct-injection spark-ignition engine fueled with E30

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