Nanoparticle Emissions of DI Gasoline Cars with/without GPF (original) (raw)
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Nanoparticle emissions from gasoline vehicles DI MPI
Combustion Engines
The nanoparticles (NP) count concentrations are limited in EU for all Diesel passenger cars since 2013 and for gasoline cars with direct injection (GDI) since 2014. For the particle number (PN) of MPI gasoline cars there are still no legal limitations. In the present paper some results of investigations of nanoparticles from five DI and four MPI gasoline cars are represented. The measurements were performed at vehicle tailpipe and in CVS-tunnel. Moreover, five variants of “vehicle – GPF” were investigated. The PN-emission level of the investigated GDI cars in WLTC without GPF is in the same range of magnitude very near to the actual limit value of 6.0 × 10^12 1/km. With the GPF’s with better filtration quality, it is possible to lower the emissions below the future limit value of 6.0 × 10^11 1/km. The modern MPI vehicles also emit a considerable amount of PN, which in some cases can attain the level of Diesel exhaust gas without DPF and can pass over the actual limit value for GDI (...
PN-Emissions of Gasoline Cars MPI and Potentials of GPF
SAE Technical Paper Series, 2018
urther efforts to reduce the air pollution from traffic are undertaken worldwide and the filtration of exhaust gas will also be increasingly applied on gasoline cars (GPF * … gasoline particle filter). In the present paper, some results of investigations of nanoparticles from four MPI gasoline cars are represented. The measurements were performed at vehicle tailpipe and in CVS-tunnel. Moreover, two variants of GPF were * Abbreviations see at the end of this paper. investigated on a high-emitting modern vehicle, including analytics of PAH and attempts of soot loading in road application. The modern MPI vehicles can emit a considerable amount of PN, which in some cases attains the level of Diesel exhaust gas without DPF and can pass over the actual European limit value for GDI (6.0 × 10 11 #/km). The GPF-technology offers in this respect further potentials to reduce the PN-emissions of traffic. With GPF, in the investigated steady state operation, there is no significant visible nuclei mode and the ultrafine particles concentrations below 10 nm size are insignificant.
Effect of Nanoparticles on the Emissions of a C I Engine
International Journal of Renewable Energy Research, 2017
Diesel engines are a major source of contributors of emissions such as carbon monoxide, hydrocarbons, nitrogen oxides and particulate matter. An effort has been made to reduce the emission of such noxious gases by the addition and use of oxidizers in the conventional fuel. Neat Diesel is blended with Aluminium Oxide nanoparticles, Zinc Oxide nanoparticles and Iron Oxide nanoparticles. The blending operations were carried out using a probe type ultrasonicator. Flash point and fire point of the blended diesel showed a marked increase, whereas kinematic viscosity showed marginal decrease. Performance tests were carried out on Kirloskar AV1 single cylinder engine. Results show a decrease in the concentration of the pollutants with the use of nanoparticles, which may be attributed to the oxidizing nature of the nanoparticles.
PN-Emissions with Increased Lube Oil Consumption of GDI Car with/without GPF
Journal of KONES, 2017
The particle number (PN) emissions are increasingly considered in the progressing exhaust gas legislation for onand off-road vehicles. The invisible nanoparticles penetrate like a gas into the living organisms and cause several health hazards. The present paper shows how the PN- and gaseous emissions of a modern GDI (Abbreviations see sat the end of this paper) vehicle change, when there is an in-creased lube oil consumption. What are the potentials of a gasoline particle filter to reduce the emissions? The lube oil consumption was simulated by mixing 2% vol. lube oil into the fuel. A non-coated GPF was mounted at tailpipe, so only the filtration effects were indicated. The tests were performed at transient (WLTC) and at stationary (SSC) operating conditions. It has been shown that the increased lube oil consumption significantly increases the PN-emissions and the applied high quality GPF eliminates these emissions very efficiently.
Environmental science & technology, 2018
The fast replacement of traditional gasoline port-fuel injection technology with gasoline direct-injection (GDI) vehicles is expected to have a substantial impact on urban air quality. Herein we report on effects of four prototype gasoline particle filters (GPFs) on exhausts of a 1.6 L Euro-5 GDI vehicle. Two noncoated and two filters with catalytic coatings were investigated. These filters, on average, lowered PN emissions 4-7-fold to 4.0-6.8 × 10 particles/km. Genotoxic PAHs were lowered 2-5-fold too with GPF-1-3, with GPF-1 having the highest efficiency, 79% and resulting in 45 ng toxic equivalent concentration (TEQ)/km. Thus, particle filtration efficiencies and reduction of the genotoxic potentials are correlated. GPF-4 showing the poorest particle filtration efficiency (66-78%) also released exhausts with highest genotoxic potential of 240-530 ng TEQ/km. We recently reported particle-number (PN) emissions of four generations of GDI vehicles (Euro-3 to Euro-6) which released, o...
Engines and nanoparticles:: a review
Journal of Aerosol Science, 1998
Most of the particle number emitted by engines is in the nanoparticle range, D (50 nm, while most of the mass is in the accumulation mode, 50 nm(D (1000 nm, range. Nanoparticles are typically hydrocarbons or sulfate and form by nucleation during dilution and cooling of the exhaust, while accumulation mode particles are mainly carbonaceous soot agglomerates formed directly by combustion. Emission standards on diesel engines have led to dramatic reductions in particle mass emitted. However, a new HEI study shows that some low-emission diesel engines emit much higher concentrations of nanoparticles than older designs and other low-emission designs. Many recent studies suggest that at similar mass concentrations; nanometer size particles are more dangerous than micron size particles. This has raised questions about whether nanoparticle (number based) emission standards should be imposed. Unlike mass, number is not conserved. It may change dramatically by nucleation and coagulation during dilution and sampling, making it very difficult to design a standard. Furthermore, if nanoparticles are a problem, spark ignition engines may also have to be controlled.
The Effect of Nano-Additives on Diesel Engine Exhaust Emissions
Polish Journal of Environmental Studies
Air pollution caused by diesel engines can have harmful effect not only on the environment but also on human health. Research carried out around the world aims at reducing the emission of particles and harmful chemical compounds during the operation of diesel engines, an example of which is the use of fuel nanomodifiers. In the study presented, the effect of two fuel additives available in Poland, containing cerium dioxide and ferrocene nanoparticles was investigated. Additives were added to standard European diesel fuel to evaluate their influence on the emission of particulate matter and selected chemical compounds in exhaust gases from a vehicle equipped with a compression-ignition engine. Measurements were carried out using the New European Driving Cycle (NEDC), on a chassis dynamometer, simulating real road traffic conditions. The results showed a reduction of carbon monoxide, hydrocarbons and particulate matter (both in terms of mass and number of particles) in the exhaust gases, but also a 2-4% increase in nitrogen oxide emissions. The use of such nanomodifiers in diesel fuel seems to be a promising solution, especially for older passenger cars commonly used on the roads, which are not regulated by the latest emission standards.
Energy & Fuels, 2009
Nanosized particles emitted from automotive engines continue to attract concern because of their adverse health effects and their impact on the environment. Automotive engines are a major source of fine and ultrafine particles emitted into the atmosphere. Through stricter emission regulations and the introduction of advanced technologies, the specific particulate mass emissions (in g/km and g/kWh) from internal combustion engines have decreased by about 1 order of magnitude since the 1980s. However, the number concentration of nanoparticles (No./m 3) emitted from internal combustion engines may continue to increase considerably and has recently attracted the attention of the Particle Measurement Programme (PMP). This program is intended to evaluate engine nanoparticle measurement systems for use in future emission regulations. In the study reported in this paper, two latest-generation engines, one spark-ignited and the other compression-ignited, were used for a comparison of the particulate emission characteristics, including number density. Both engines were single-cylinder with the same displacement volume of 500 cm 3 , and neither included after-treatment traps or catalytic converters. Test fuels used for the study were: gasoline and E85 (mixture of 85% ethanol and 15% gasoline, sometimes called gasohol) for the spark-ignited engine having a compression ratio of 10; and ultralow sulfur diesel (ULSD) and BD100 (100% biodiesel, i.e. soybean methyl ester) for the compression-ignited engine having a compression ratio of 15. A fast-response particle spectrometer (DMS500) with heated sample line was used for continuous measurement of the particle size and number distribution in the size range of 5-1000 nm (aerodynamic diameter). The experimental results showed that particle number peaked within the range of 10-300 nm under all engine operating conditions, regardless of engine combustion type. An observed shift toward larger particle size with increasing engine load could be explained by particle coagulation. The effect of the different fuels on nanoparticle size distributions was dependent on the engine type (spark-ignition or compression-ignition).
Journal of KONES. Powertrain and Transport
Transport is a major source of the particle pollution (PM). Combustion engine particulate emissions have the potential cause adverse health effects. These effects include cancer and other pulmonary and cardiovascular diseases. A substantial proportion of the number of particles, but not the mass, is ultrafine. For example-one million particles of 100 nanometers size with a unit density of 1 g/cm3 have a mass of approximately 0.0005 g. The paper includes research results of mass and number concentration of nanoPM for 1.9 TDI VW exhaust gases fuelled by standard diesel. The measurements were performed for ambient air and 3 different point of engine work (idle speed, low and high load at 2000 rpm). For nanoPM measurements was used Electrical Low Pressure Impactor ELPI from DECATI, was found, among other things, that the biggest mass concentration was at 0.1-10 m of PM diameter but the biggest number concentration was at 0,01-0,1 m and thus for the size of solid particles of at least an order of magnitude smaller than the mass concentration. The biggest the negative differences in the mass concentration occur in the exhaust gases of the RME fuelled engine (in comparison with diesel fuel) at engine idling when the smallest injection pressure and temperature inside the engine cylinder exist and the oxygen availability is also the lowest (because of the small charging pressure and high EGR rate). Such measurements are important not only in terms of utilitarian but also in cognitive sense-for determining the effect of the engine construction parameters and/or regulating the engine (or the fuel composition) on the mass and the number of nanoparticles emitted in the exhaust gases.