Reduction of particle emissions from gasoline vehicles with direct fuel injection systems using a gasoline particulate filter

Jang, Ji-Young; Lee, Jong-Tae; Choi, Yonghyun; Park, Sungwook

doi:10.1016/j.scitotenv.2018.06.362

Cited by 58 publications

(22 citation statements)

References 21 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…In general, the majority of the emissions originated from the cold start, in agreement with others [8,32] who showed that cold-start emissions were 60-70% higher for Euro 6b GDI vehicles without GPF. Higher differences (150%) were found with a GDI-GPF vehicle at the US06 cycle [46].…”

Section: Modified Cyclessupporting

confidence: 90%

“…Similar results were shown for other retrofitted GPF GDI-vehicles over NEDC [22,26,44] and over WLTP [22]. On the other hand, others have shown that the SPN emissions of GPF-equipped vehicles are close to the limit [24,32]. Long term studies showed that the filtration efficiency of GPFs depends on the accumulated soot, but also ash; thus, it improves with mileage accumulation [23,45].…”

Section: Modified Cyclessupporting

confidence: 76%

“…NH 3 emissions from the GPF-equipped GDI were 1.6 to 10 times higher than those reported for a series of China 6 vehicles tested using the WLTP at 23 • C [25] and 2 times higher than what was reported by for a European Euro 6 GDI [21]. Other researchers who measured NH 3 emissions for a GDI vehicle before and after being retrofitted with a GPF did not observe a change in NH 3 emission rates [32]. N 2 O emissions (2 mg/km) were 4 times higher than those reported for a Euro 6b GDI (0.5 mg/km) [21].…”

Section: Cycles At 23-25 • Cmentioning

confidence: 59%

See 2 more Smart Citations

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

et al. 2019

View full text Add to dashboard Cite

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).

show abstract

Section: Modified Cyclessupporting

confidence: 90%

Section: Modified Cyclessupporting

confidence: 76%

Section: Cycles At 23-25 • Cmentioning

confidence: 59%

See 1 more Smart Citation

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

et al. 2019

View full text Add to dashboard Cite

show abstract

“…The GPFs can be installed close-coupled to the engine or under the floor, with or without a TWC coating [52][53][54]. For a GPF, studies find lower filtration efficiency at the close-coupled position: due to the higher temperatures the flow velocity is higher [55] and a smaller soot cake is formed [56]. Catalyst coated or catalyzed or catalytic GPFs (four-way catalysts) can be used within exhaust aftertreatment systems to control gaseous emissions providing equivalent performance by replacing some or all of the catalyst volume, consequently reducing the overall volume of the aftertreatment system and enabling more compact designs [57].…”

Section: Gpf Performancementioning

confidence: 99%

“…Typically tailpipe emissions with the use of GPF comfortably meet the limit of 6 × 10 11 particles per km even with the inclusion of particles below 23 nm [75]. However, due to the high exhaust gas temperature many particles <30 nm can be formed downstream of the GPF [56,61,74]. The nature of these particles is not clear yet: they could be renucleated semivolatile particles downstream of the thermal pretreatment unit of the particle number measurement systems or even nonvolatile particles formed between the vehicle and the dilution tunnel.…”

Section: Regenerationmentioning

confidence: 99%

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

et al. 2019

View full text Add to dashboard Cite

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.

show abstract