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With the start of EU6 in 2017 gasoline particulate filters (GPF) have been introduced to production vehicles. It is expected that by 2019 all gasoline direct injection engines sold in Europe will be equipped with a GPF. A similar trend is observed in China with a slight delay compared to Europe, but covering all gasoline engines, including those with port fuel injection technology. With the introduction of GPFs, new requirements are introduced to the management of gasoline engines and their aftertreatment. One requirement is to protect the aftertreatment components from excessive temperatures and damage as result of uncontrolled soot oxidations. While the general fundamentals are similar to those in diesel applications, significant differences exist in the relevant details.

With the start of Euro 6d regulations, gasoline particulate filters (GPF) have become standard equipment in European vehicles with gasoline-direct-injection engines. GPFs will also be broadly applied to meet the upcoming China 6 regulations. An existing challenge with GPFs is accurate soot load detection to manage the pressure loss across the exhaust system and to protect the GPFs from soot overload, which could potentially cause damage as result of uncontrolled soot oxidations. Systems with the GPF located in the under-floor position have a higher potential risk of soot overload due to lower temperatures, which can result in higher soot accumulation rates. The accuracy of existing soot estimation methods such as evaluation of the pressure drop of the soot-loaded GPF or model-based balancing of soot accumulation versus soot oxidation rates are sensitive to transient operating condition of a vehicle.