Size Distribution at Idle and 50 km/h

Second Workshop Nanoparticle Emissions Tel Aviv 10.June 2013
Particle Emissions
of Gasoline Engines
why and how to eliminate
A.Mayer
J. Czerwinski, P.Compte /AFHB; M. Kasper / MA; A.Ulrich, N.Heeb / EMPA
Particle Emissions of IC-Engines
Only Diesel ?
What about SI-PI
Waht about SI-DI
source: M.Kasper
Beijing is a City without Diesel-LDV !
and HD-Truck are used only at Night
30 % of „haze“forming
nanoparticles are
from traffic (city
o
Overall Particle Mass PM is very small
Diesel-Car Limits in Europe:
Euro 3: Particle Mass PM < 50 mg/km
Euro 4: Particle Mass PM < 25 mg/km
Euro 6: PM < 10 mg/km ; PN < 6x1011 P/km equiv.to < 01 mg/km
But Particle Number PN are high
First Tests 1999-2002 ETH-VERT-BAFU
Comparison Diesel/Petrol; LD/HD/Ship – Lutz/ETH
Sample Treatment not PMP-conform
From 2007 Changing Paradigm
in Europe

Until 2007 Particle Mass PM was believed to be the
relevant metric for exhaust gas emission evaluation

PM of PI (port injected) or carburetor petrol engines is
low to very low compared to Diesels
CONCLUSION: PM of petrol engines not limited


New Observation: DI petrol engines (used for CO2Reduction) increase PM into the Diesel PM-range

New Legislation: from 2007 PN becomes a
complementary metric in addition to PM
Euro 6: PM < 10 mg/km ;
PN < 6x1011 P/km equiv.to < 01 mg/km
Underlying Reasons for this Change
of Paradigm in Europe ... and the US

Health effect of solid particles depend on size,
particle number and substance not overall mass

Detection limit of PN is 1000 x lower than PM
 permits lowering of limit values possible

BAT Filter quality depend on particle number
Health Effects due to Size and Substance
Particle deposition in the alveoli of the
human lungs - % of all inhaled particles
Size is decisive for system penetration
Oberdörster
ETH-NPC 2005
Cytotoxicity expressed as % of notsurviving cells of a cell culture at two
different exposure rates
Substances in soot particles have very
different toxicity
Karlsson, Chem, Res.Tox 1998
Evidence for increasing PMContributions of Petrol Cars
New Jersey Fleet Statistics MY 2012
US-EPA 2012
Kansas City
LDV Petrol
Statistics
99 vehicles
Sources of Metals from ICE
Engine Wear:
Bearing Wear:
Lube Oil:
Cat.Coatings:
FBC:
Fe, Ni, Cr, Al, Si
Cu, Sn
Zn, Ca, P
Pt, Pd, V, Cu, Al, Ce, RE-metals
Fe, Ce, Pt, Cu
VERT-DPF-certification protocol
looks at metal emissions size-specific – part of the
secondary emissions test VSET
BAT-DPF’s
remove 99.9 % fo solid insoluble metal oxid particles
from Diesel and Petrol engines
Tests at AFHB Biel: Phase 1 and 2
Chassis Dyno Schenk 500 GS60
Fahrerleitsystem: Tornado, Version 3.3
NanoMet + SMPS – Scanning Mobility Particle Sizer
13
First Test Phase: 4 Vehicles selected
Focus on size Distributions and metals
Case 1
NEDC
= New European driving cycle for cars
Euro 3-C2 = European driving cycle for bikes
Euro 3-C1 = European driving cycle for scooters
Honda 450 Motorbike (10‘000 km)
Size Distribution at Idle and 50 km/h
Idle
50 km/h
P/cm3
Renault 18 (162‘000 km)
Size Distribution at Idle and 50 km/h
P/cm3
Idle
P/cm3
50 km/h
Piaggio Scooter (1000 km)
Size Distribution at Idle and 50 km/h
P/cm3
Idle
P/cm3
50 km/h
Nissan Qashqai (25‘000 km)
Size Distribution at Idle and 50 km/h
P/cm3
Idle
P/cm3
50 km/h
PN Emissions of Petrol Engines
can be very high
both soot and metal ash
and comparable to Diesel particle emissions
Vehicle
Renault R18
Honda 450 CBR
Nissan Qashqai
Piaggio
Diesel
Cycle
50 km/h
Idling
50 km/h
Idling
50 km/h
Idling
50 km/h
Idling
Idling
Ntotal
[P/cm3]
4.1  107
7.1  107
2.2  106
6.8  106
9.1  103
1.8  103
3.6  107
6.2  103
1.5  107
Nash
[P/cm3]
3.8  107
7.1  107
n.d.
6.8  106
n.d.
n.d.
n.d.
n.d.
1.4  107
Nsoot
[P/cm3]
3.1  106
7.1  104
n.d.
3.7  104
n.d.
n.d.
n.d.
n.d.
8.6  105
Dash
[nm]
7.9
24.4
n.d.
12.7
n.d.
n.d.
n.d.
n.d.
11.8
Dsoot
[nm]
69.6
131.6
n.d.
25.6
n.d.
n.d.
n.d.
n.d.
48.1
Second Test Phase: 3 Vehicles
Focus on GPF-aftertreatment
Fahrzeug
Baujahr
Motor
Aprilia Leonardo 125
2004
Viertaktmotor,
Wassergekühlt
125 ccm
1
Hubraum
Zylinder
Gemischaufbereitun
Vergaser
g
Kraftstoff
Benzin bleifrei
Audi A3 2.0 TFSI
2007
Viertaktmotor,
Wassergekühlt
1984 ccm
4
Renault 18 TX
1985
Viertaktmotor,
Wassergekühlt
2164 ccm
4
Direkteinspritzung
Saugrohreinspritzung
Benzin bleifrei
Benzin bleifrei
20
Test-Setup with „GPF“ Gasoline Particle Filter
DPF
Katalysator
Temperaturmessung
Abgas
Heizung
Verdünnung
21
Filtration is very efficient
Penetration P
Penetration P
= 1 - Filtration F
P= 0.01 - 0.0001
F= 99% - 99.99%
 Filtration is particularly
good for particles < 30 nm
Transition from Diffusion to
Impaction deteriorates
filtration
23
Conclusions for New Vehicles OEM

PN Limit Value will definitely come

GPF will be needed – maybe not for the ex
works emission level but to cover statistic
scatter, deterioration and ambient influences
added cost will be below 100 €
 no regeneration problems expected

24
Euro 5/6 (LD), Euro VI (HD)
Steininger, EU-Commission ETH-NPC 2012
PM (CI)
PN (CI)
PM (PIDI)
PN (PIDI)
Euro 5
5 mg/km
6 x 1011 #/km
5 mg/km
Euro 6b
> 31/8/2014,
2015
5 mg/km
6 x 1011 #/km
5 mg/km
6 x 1012 #/km
Euro 6c
> 31/8/2017,
2018
5 mg/km
6 x 1011 #/km
5 mg/km
6 x 1011 #/km
Euro VI
>31/12/2012,
2013
10
mg/kWh
8 x 1011 #/kWh
(WHSC)
6 x 1011 #/kWh
(WHTC)
10 mg/kWh
-
still to be
defined
CI: compression ignition, PIDI: positive ignition & direct injection
PM: particle mass, PN: particle number
25
Comparing Diesel / Petrol
Concawe 1 / 2013
Particle Mass PM
Particle Number PN
26
Concawe 1/2013
27
and the United States ?
28
Filter combined with 3W-Catalyst
Large OEM Manufacturers present solutions 2012
29
3WC and Filter harmonized
Umicore 2012
30
3WC and Filter harmonized
Umicore 2012
31
CONCLUSIONS
 Contribution
of Petrol Engines (PI and DI) to
Air Pollution and Health Effects is much higher
than anticipated until 2007
 Beside of Soot Particles also Metal Oxide
Particles are gaining attention
 Cost-Effective Solutions for OE are availabel
 Retrofit might also be considered
32

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