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PN-emissions with increased lube oil consumption of GDI car with/without GPF

Czerwinski J., Comte P., Güdel M., Kurzwart M., Mayer A.

Journal of KONES

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2017

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Vol. 24, No. 1

102--112

EN

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 at 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.

2

Nanoparticle emissions from gasoline vehicles DI & MPI

Czerwinski J., Comte P., Güdel M., Bonsack P.

Combustion Engines

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2017

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R. 56, nr 3

179--187

EN

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 × 1012 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 × 1011 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 (6.0 × 1012 1/km). The GPF-technology offers in this respect further potentials to reduce the PN-emissions of traffic.

3

Investigations of emissions of reactive substances NO2 and NH3 from passenger cars

Czerwinski J., Comte P., Güdel M., Lemaire J., Mayer A., Heeb N., Berger H., Reutimann F.

Combustion Engines

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2016

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R. 55, nr 3

24--33

EN

Public concern and complaints regarding ambient air in zones of dense traffic pertains to two compounds of nitrogen, nitrogen dioxide (NO2) and ammonia (NH3); both are toxic and strongly irritant, such that legal limitations are under discussion. This paper contributes to measuring methods as already in part proposed by GRPE subgroup WLTP-DTP (Worldwide Light Duty Test Procedures – Diesel Test Procedures) for NO2. Despite legally lowered NOx emission levels, lumping both, NO2 and NO, levels of NO2 have risen in cities and agglomerations as a result of both, deployed catalytic exhaust after-treatment devices and low sulphur Diesel fuels. In present tests two different combinations of NO2 measuring methods as proposed by WLTP were checked on Diesel cars for practicability in handling and accuracy. These integral, indirect methods (NO2 = NOx – NO) have been found as useful tools for estimate of NO2 and with use of appropriate analyzers a satisfactory accuracy was attained. Furthermore, attention was brought to ammonia (NH3) emitted by gasoline engines with three way catalysts (TWC) which ought not to be ignored while on the other hand SCR systems for Diesel engines are strictly regulated. Emission levels of more recent TWC turned out to be mostly below 20 ppm NH3. Vehicle of older technology exhibited significantly higher levels, about 10 times more. As chemical reactions depend on pressure and temperature (= i.e. flow condition in CVS-tunnel) as well as concentrations, doubts need to be considered on accuracy of results based on chemical reactive substances. Nevertheless, clear tendencies regarding changes of concentrations of NO2 and NH3 along the path-way could not be observed.