The Impact of Injector Deposits on Spray and Particulate Emission of Advanced Gasoline Direct Injection Vehicle

Wen, Yumei; Wang, Yinhui; Fu, Chenling; Deng, Wei; Zhan, Zhangsong; Tang, Yuhang; Li, Xuefei; Ding, Haichun; Shuai, Shijin

doi:10.4271/2016-01-2284

Cited by 28 publications

(19 citation statements)

References 21 publications

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“…Non-GPF GDIs may achieve the RDE limit under mild conditions of use [128], although with high aromatic content fuel, severe conditions of testing, and low ambient temperature, the same vehicle may emit more than the RDE limit [129]. Another concern is the increase of emissions due to deterioration of the injectors [130].…”

Section: Spn Emissionsmentioning

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: Spn Emissionsmentioning

confidence: 99%

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

et al. 2019

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“…Joedicke et al [136] performed an accelerated deposit accumulation test at 5 bar BMEP and 2000 rpm engine speed for 55 h, and the results showed that the injector pulse width, fuel consumption rate and HC and CO emissions were increased by 23.5, 2.45, 20 and 93%, respectively. Results obtained by Wen et al [137] with a GDI vehicle having a mileage of 13,000 km showed that particulate mass and fuel consumption were increased by 376 and 3.02%, respectively, compared with the values obtained using fresh injectors. In addition, gaseous emissions such as THC, non-methane hydrocarbon (NMHC) and NOx increased by 17.1, 24.5 and 23.4%, respectively, and PN emissions could be increased by several orders of magnitude [133,134].…”

Section: Effect Of Injector Deposits On Engine Performancementioning

confidence: 82%

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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“…In recent years, the market share of GDI vehicles exerts a continuous growth in China because they provide better fuel economy and lower CO2 emissions. In 2016, GDI vehicles accounted for 25 % of China's market share, and this proportion is expected to reach 60 % by 2020 (Wen et al, 2016). The PM enhancement of GDI vehicles with increasing population could potentially offset any PM emission reduction benefits, including the development of gasoline emission and fuel standards and the advanced engine technologies of gasoline vehicles.…”

Section: Discussionmentioning

confidence: 99%

“…been increasingly employed, due to their higher fuel efficiency. The market share of GDI vehicles in 2016 reached about 25 %, % and 60 % in China, the US and Europe, respectively (Wen et al, 2016;Zimmerman et al, 2016).…”

Section: Introductionmentioning

confidence: 99%

Gasoline direct injection vehicles exceed port fuel injection ones in both primary aerosol emission and secondary aerosol formation

Peng

et al. 2017

Preprint

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16Gasoline vehicles greatly contribute importantly to urban particulate matter (PM) pollution. Gasoline direct 17 injection (GDI) engines, known as their higher fuel efficiency than that of port fuel injection (PFI) engines, have 18 been increasingly employed in new gasoline vehicles. However, the impact of this trend on air quality is still poorly 19 understood. Here, we investigated both primary emissions and secondary organic aerosol (SOA) formation from 20 GDI and PFI vehicles under urban-like condition, using combined approaches involving chassis dynamometer 21 measurement and environmental chamber simulation. The PFI vehicle emits slightly more volatile organic 22 compounds, e.g., benzene and toluene, whereas the GDI vehicle emits more particulate components, e.g., the total 23 PM, elemental carbon, primary organic aerosols and polycyclic aromatic hydrocarbons. Strikingly, a much higher 24 SOA production (by a factor of approximately 2.7) is found from the exhaust of the GDI vehicle than that of the 25 Atmos. Chem. Phys. Discuss., https://doi

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The Impact of Injector Deposits on Spray and Particulate Emission of Advanced Gasoline Direct Injection Vehicle

Cited by 28 publications

References 21 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

Recent Progress in Automotive Gasoline Direct Injection Engine Technology

Gasoline direct injection vehicles exceed port fuel injection ones in both primary aerosol emission and secondary aerosol formation

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