Severe Soot Oxidations in Gasoline Particulate Filter Applications

Boger, Thorsten; Rose, Dominik; Nicolin, Per; Coulet, Bertrand; Bachurina, Anastasiia

doi:10.4271/2018-01-1699

Cited by 16 publications

(2 citation statements)

References 11 publications

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“…Whether initiated through passive or active means, soot oxidation is exothermic and leads to temperature rise within the GPF. The maximum temperature within the GPF depends on the soot load and inlet gas temperature and increases by~60-100 • C per g/L of soot load [73]. Maximum temperatures exceeding 1100 • C have been noted at very high soot loads (>5 g/L), and GPFs can withstand these high temperatures.…”

Section: Regenerationmentioning

confidence: 99%

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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Section: Regenerationmentioning

confidence: 99%

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

et al. 2019

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“…Slow soot oxidation begins in a catalyzed GPF at about 500 C [4] and this was only exceeded in the US06 cycle. Fast soot oxidation begins at around 600 C [12] and this was not reached in any of the four test cycles. A vehicle with this engine/GPF configuration would see little passive GPF regeneration in regular use until a "soot balance point" is reached at some relatively high degree of soot loading [13].…”

Section: Resultsmentioning

confidence: 92%

Characterization of a Lightly Loaded Underfloor Catalyzed Gasoline Particulate Filter in a Turbocharged Light Duty Truck

Bohac

Ludlam

2022

Journal of Engineering for Gas Turbines and Power

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A test program to characterize the benefits and challenges of applying a European series production catalyzed gasoline particulate filter (GPF) to a U.S. Tier 2 turbocharged light duty truck (3.5L Ecoboost Ford F150) in the underfloor location was initiated at the U.S. Environmental Protection Agency. The turbos and underfloor location keep the GPF relatively cool and minimize passive regeneration relative to other configurations. This study characterizes the relatively cool GPF in a lightly loaded state, approximately 0.1 to 0.4 g/L of soot loading, using four test cycles: 60 mph steady state, 4-phase FTP, HWFET, and US06. The lightly loaded underfloor GPF achieves 85-99% reduction in PM mass, 98.5-100.0% reduction in EC, and 65-91% reduction in filter-collected OC, depending on test cycle. The smallest reductions in PM and EC occur in the US06 cycle due to mild GPF regeneration caused by GPF inlet temperature exceeding 500°C. EC dominates filter-collected OC without a GPF, while OC dominates EC with a GPF. Composite cycle CO, THC, and NOx emissions are reduced by the washcoat on the GPF but the low temperature location of the GPF does not make best use of the catalyzed washcoat. Cycle average pressure drop across the GPF ranged from 1.25 kPa in the 4-phase FTP to 4.64 kPa in the US06 but did not affect BTE or CO2 emissions in a measurable way in any test cycle.

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Evaluating the filtration efficiency of close-coupled catalyzed gasoline particulate filter (cGPF) over the WLTC and simulated RDE cycles

Guo

Wang

et al. 2022

Chemosphere

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Severe Soot Oxidations in Gasoline Particulate Filter Applications

Cited by 16 publications

References 11 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

Characterization of a Lightly Loaded Underfloor Catalyzed Gasoline Particulate Filter in a Turbocharged Light Duty Truck

Evaluating the filtration efficiency of close-coupled catalyzed gasoline particulate filter (cGPF) over the WLTC and simulated RDE cycles

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