np from gdi & nox/no from diesel - technion
TRANSCRIPT
Other pollution sources:
NP from GDI & NOx/NO2 from Diesel
Jan Czerwinski, AFHB
BFH-TI, Biel, CH
4th NPC, TECHNION, Haifa, June 21st, 2016
NP from GDI
DRIVING CYCLES
Renault Vehicle 1
Audi Vehicle 2
Citroën Vehicle 4
Volvo V60 T4F Vehicle 3
PARTICLE SIZE DISTRIBUTIONS OF DIFFERENT VEHICLES AT
TAILPIPE & 40 KM/H
[AFHB, SAE 2015-01-1079]
COMPARISON OF NP-EMISSIONS IN NEDC COLD AND HOT. VEHICLE 3; CVS TUNNEL
0
25
50
75
100
125
0.0E+00
1.8E+06
3.6E+06
5.4E+06
7.2E+06
9.0E+06
0 100 200 300 400
Sp
eed
[k
m/h
]
Co
ncen
trati
on
[cm
-3]
Time[s]
Cold Hot Speed
NP cold
NP hot speed
Cold
Hot
0.0E+00
5.0E+04
1.0E+05
1.5E+05
2.0E+05
2.5E+05
Phase 1 Phase 2
ECE EUDC
Co
ncen
trati
on
[cm
-3]
1.0
3E
12
#/k
m
1.0
9E
12
#/k
m
5.9
9E
12
#/k
m
1.6
1E
12
#/k
m
[AFHB, SAE 2015-01-1079]
Volvo
V60 T4F
Vehicle
Opel
Insignia
Vehicle
Mistubishi
GDI
Vehicle
INVESTIGATED VEHICLES
DIESEL
Peugeot 4008
1.6HDi STT
VW Golf
plus
Vehicle
Opel Zafira
Tourer
Vehicle
Vehicle
PN
[#/c
m3]
PN
[#/c
m3]
PN
[#/c
m3]
0.0E+00
2.0E+06
4.0E+06
6.0E+06
8.0E+06
1.0E+07
10 100d [nm]
95 km/h
V3
V1
V5
V4
V2
400
0.0E+00
3.0E+06
6.0E+06
9.0E+06
1.2E+07
10 100d [nm]
45 km/h
V2
V4
V1
V3
V5
400
0.0E+00
3.0E+05
6.0E+05
9.0E+05
1.2E+06
10 100d [nm]
idling
V2
V4
V1
V3
V5
400
average of 3 scans
SMPS PARTICLE SIZE
DISTRIBUTIONS AT
CONSTANT SPEEDS WITH
DIFFERENT GDI VEHICLES
(W/O GPF).
[AFHB, VERT Forum March 2016]
NSMPS PARTICLE SIZE
DISTRIBUTIONS AT
CONSTANT SPEEDS WITH
DIFFERENT GDI VEHICLES
(W/O GPF).
PN
[#/c
m3]
PN
[#/c
m3]
PN
[#/c
m3]
0.0E+00
3.0E+06
6.0E+06
9.0E+06
1.2E+07
1 10 100d [nm]
95 km/hV3
V1
V5
V4
V2
0.0E+00
3.0E+06
6.0E+06
9.0E+06
1.2E+07
1.5E+07
1 10 100d [nm]
45 km/hV2
V4
V1
V3
V5
0.0E+00
3.0E+05
6.0E+05
9.0E+05
1.2E+06
1.5E+06
1 10 100d [nm]
idlingV2
V4
V1
V3
V5
average of 3 scans
[AFHB, VERT Forum, March 2016]
GPF
[AFHB, VERT Forum, March 2016]
EXAMPLE OF PSD'S WITH SMPS & NSMPS AND
PARTICLE COUNTS FILTRATION EFFICIENCY (PCFE) WITH V1,
GPF 1 AT 95 KM/H
PN
[#/c
m3]
PC
FE
[%
]
1.0E+02
1.0E+03
1.0E+04
1.0E+05
1.0E+06
1.0E+07
1.0E+08
1 10 100d [nm]
SMPS
nSMPS
95 km/h
400
w/o GPF
with GPF
nSMPS
SMPS
98
99
100
101
102
1 10 100d [nm]
95 km/h
400
PCFEnSMPS
PCFESMPS
COMPARISON OF PN-EMISSIONS IN WLTC COLD AND HOT
FOR DIFFERENT VEHICLES
PN
#/k
mP
N #
/km
1.0E+08
1.0E+09
1.0E+10
1.0E+11
1.0E+12
1.0E+13
1.0E+14
low part cold low part hot
#/km #/km
V1 V2 V3 V4 V5 V6V1, GPF1 V1, GPF2 V1, GPF3 V1, GPF4 V2, GPF1
with PFlimit 6.0x1012
limit 6.0x1011
1.0E+08
1.0E+09
1.0E+10
1.0E+11
1.0E+12
1.0E+13
1.0E+14
whole WLTC cold whole WLTC hot
#/km #/km
V1 V2 V3 V4 V5 V6V1, GPF1 V1, GPF2 V1, GPF3 V1, GPF4 V2, GPF1
with PFlimit 6.0x1012
limit 6.0x1011
PCFE'S OF THE INVESTIGATED GPF'S IN WLTC HOT
PC
FE
[%
]
60
70
80
90
100
V1, GPF1 V1, GPF2 V1, GPF3 V1, GPF4 V2, GPF1
CPC
[AFHB, VERT Forum, March 2016]
• PN cold 4 ÷ 5 times higher, than hot
• for the vehicles with gasoline DI, there is no increase of PC’s in nuclei mode (below 10 nm) at the measured constant speeds, the particle counts below 10 nm are negligible
• not always typical PSD
• due to the electronic regulation of the engine the NP-emission of some vehicles (here vehicle 3) are periodically fluctuating
Conclusions (1)
[AFHB, VERT Forum, March 2016]
• 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 x 1012 #/km
• with the GPF’s with better filtration quality it is possible to lower the emissions below the future limit value of 6.0 x 1011#/km
• the filtration efficiency of GPF can attain 99% but it can also be optimized to lower values – in this respect the requirement of “best available technology for health protection” should be considered
Conclusions (2)
GPF & Lube Oil Consumption
[AFHB, EmGasCars, May 2016]
EFFECT OF INCREASED LUBE OIL CONSUMPTIONSEAT LEON 1.4 TSI; THREE-WAY CATALYST; FUEL: GASOLINE (REF) & GAS. + 2% OIL
H… «HIGH», L… «LOW» METALS & ASHES IN LUBE OIL
SMPS
EFFECT OF GPF WITH INCREASED LUBE OIL CONSUMPTIONSEAT LEON 1.4 TSI; THREE-WAY CATALYST; FUEL: GASOLINE + 2% OIL H; WITH & W/O GPF
SMPS
Other non-legislated components from GDI
[AFHB, PTNSS-Bosmal, May 2016]
GASOLINE VEHICLES FOR RESEARCH OF NH3
Renault (veh.1) Peugeot (veh.5)
Volvo (veh.3)
SAMPLING POSITIONS (SP) FOR GASOLINE VEHICLES –
TESTING NH3
COMPARISON OF AVERAGE NH3-RESULTS
3 CARS IN WLTCDIFFERENT SAMPLING POSITIONS, DILUTION CALCULATED WITH CO2
[AFHB, PTNSS-Bosmal, May 2016]
NO2 & NOx
From Diesel
CARNOT
th = 1 -𝑇𝐿
𝑇𝐻
TH ~ Tmax Combustion
NOx engine out
exhaust aftertreatment
0%
10%
20%
30%
40%
50%
60%
70%
100 200 300 400 500
T5 (before DPF) [°C]
NO
2 /
NO
X [
%]
w/o DPF
Pt-Coating F
Base-Metal
Coating H + Fe-FBC
Base-Metal
Coating G
Pt-Coating A
Pt-Coating D
Pt-Coating E
Pt-Coating C
Pt-Coating B
NO2/NOX ratio with
different DPF's &
coatings in
the VERT verification
tests.
[AFHB, SAE 2007-01-0321]
Other Engines
• DI
• TC
• DPF
• 1.997 dm3
• 4000 rpm
• 110 kW
PEUGEOT 406 WITH FAP
[AFHB, SAE 2007-01-0321]
0
200
400
600
800
1000
1200
1400
1600
300 350 400 450 500 550
temperature before catalyst [°C]
NO
X [p
pm
], N
O2 [p
pm
]
0%
10%
20%
30%
40%
50%
60%
70%
NO
2 /
NO
X [
%]
extrapolation
NOX
NO2
NO2 /NOX
ENGINE AT 1715 RPM, 80KM/H, ON ROLLER TEST BENCH
NO2/NOX AFTER CATALYST AND PARTICLE TRAP
ON PEUGEOT 406 WITH FAP
Johnson Matthey
SAE 2002-01-1271
EFFECT OF SULPHUR CONTENTS (IN PPM S) IN FUEL
ON NO CONVERSION OVER CRT-CATALYST
Conclusions (4)
• higher e, higher NOx
• NO2/NOX – maximum at 300°C - 350°C
FBC
• at short term no effect on NO2/NOX
• at long term with Pt strong effect
Absolute NO2-values depend on:
• engine out emissions & temp.
• position & temp. of DOC (Ox.Cat)
• coating, fuel S & SV[AFHB, SAE 2007-01-0321]
[AFHB, SAE 2013-01-0526]
NO2 Diesel Cars
Mercedes, Blue Tec 2006
DPF + SCR FOR PASSENGER CARS
PERSPECTIVES FOR LOWERING NOX
• low temperature deNOx (adsorber, LNT, multi SCR)
• EGR HP, EGR LP, cooling
• special combustion proceduresat part load, HCCI
Can the problems of energy, environment and health
be solved with technics alone?
