Emission Control Techniques

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1. INTRODUCTION 1. INTRODUCTION

The need to control the emissions from automobiles gave rise to the computerization of the The need to control the emissions from automobiles gave rise to the computerization of the automobile. Hydrocarbons, carbon monoxide and oxides of nitrogen are created during the automobile. Hydrocarbons, carbon monoxide and oxides of nitrogen are created during the combustion process and are emitted into the atmosphere from the tail pipe. There are also combustion process and are emitted into the atmosphere from the tail pipe. There are also hydrocarbons emitted as a result of vaporization of gasoline and from the crankcase of the hydrocarbons emitted as a result of vaporization of gasoline and from the crankcase of the automobile. The clean air act of 1977 set limits as to the amount of each of these pollutants that could automobile. The clean air act of 1977 set limits as to the amount of each of these pollutants that could be emitted from an automobile. The manufacturers answer was the addition of certain pollution be emitted from an automobile. The manufacturers answer was the addition of certain pollution control devices and the creation of a self-adjusting engine. 1981 saw the first of these self 

control devices and the creation of a self-adjusting engine. 1981 saw the first of these self -adjusting-adjusting engines. They were called feedback fuel control systems. An oxygen sensor was installed in the engines. They were called feedback fuel control systems. An oxygen sensor was installed in the exhaust system and would measure the fuel content of the exhaust stream. It then would send a exhaust system and would measure the fuel content of the exhaust stream. It then would send a signal to a microprocessor, which would analyze the reading and operate a fuel mixture or air mixture signal to a microprocessor, which would analyze the reading and operate a fuel mixture or air mixture device to create the proper air/fuel ratio. As computer systems progressed, they were able to adjust device to create the proper air/fuel ratio. As computer systems progressed, they were able to adjust ignition spark timing as well as operate the other emission controls that were installed on the vehicle. ignition spark timing as well as operate the other emission controls that were installed on the vehicle. The computer is also capable of monitoring and diagnosing itself. If a fault is seen, the computer will The computer is also capable of monitoring and diagnosing itself. If a fault is seen, the computer will alert the vehicle operator by

alert the vehicle operator by illuminatinilluminating a g a malfunctimalfunction indicator lamp. on indicator lamp. The computer will at the The computer will at the samesame time record the fault in it's memory, so that a technician can at a later date retrieve that fault in the time record the fault in it's memory, so that a technician can at a later date retrieve that fault in the form of a code which will help them determine the proper repair. Some of the more popular emission form of a code which will help them determine the proper repair. Some of the more popular emission control devices installed on the automobile are:

control devices installed on the automobile are: EGREGR valve, Catalytic Converter, Airvalve, Catalytic Converter, Air Pump, PCVPump, PCV Valve, Charcol Canitiser etc

Valve, Charcol Canitiser etc..

Like SI engine CI engines are also major source of emission. Several experiments and technologies Like SI engine CI engines are also major source of emission. Several experiments and technologies are developed and a lot of experiments are going on to reduce emission from CI engine. The main are developed and a lot of experiments are going on to reduce emission from CI engine. The main constituents causing diesel emission are smoke, soot, oxides of nitrogen, hydrocarbons, carbon constituents causing diesel emission are smoke, soot, oxides of nitrogen, hydrocarbons, carbon monoxides etc. Unlike SI engine, emission produced by carbon monoxide and hydrocarbon in CI monoxides etc. Unlike SI engine, emission produced by carbon monoxide and hydrocarbon in CI engine is small. Inorder to give better engine performance the emission must be reduce to a great engine is small. Inorder to give better engine performance the emission must be reduce to a great extend. The emission can be reduced by using smoke suppressant additives, using particulate traps, extend. The emission can be reduced by using smoke suppressant additives, using particulate traps, SCR (Selective Catalytic Reduction) etc.

SCR (Selective Catalytic Reduction) etc.

2. EMISSION CO

2. EMISSION CONTROL IN SI NTROL IN SI ENGINEENGINE

2.1. Metho

2.1. Methods to reduce emission in ds to reduce emission in SI engine.SI engine.

2.1.1. C

T H E P U R P O S E O F T H E P O S I T I V E C R A N K C A S E V E N T I L A T I O N ( P C V ) T H E P U R P O S E O F T H E P O S I T I V E C R A N K C A S E V E N T I L A T I O N ( P C V ) S Y S T E M , I S T O T A K E T H E V A P O R S P R O D U C E D I N T H E C R A N K C A S E D U R I N G S Y S T E M , I S T O T A K E T H E V A P O R S P R O D U C E D I N T H E C R A N K C A S E D U R I N G T H E N O R M A L C O M B U S T I O N P R O C E S S , A N D R E D I R E C T I N G T H E M I N T O T H E T H E N O R M A L C O M B U S T I O N P R O C E S S , A N D R E D I R E C T I N G T H E M I N T O T H E A I R / A I R / F U E L I N T A K E S Y S T E M T O B E B U R N E D D U R I N G C O M B U S T I O N . T H EF U E L I N T A K E S Y S T E M T O B E B U R N E D D U R I N G C O M B U S T I O N . T H ES ES E V A P O R S D I L U T E T H E A I R / V A P O R S D I L U T E T H E A I R / F U E L M I X T U R E , T H EF U E L M I X T U R E , T H EY H A V E T O B E C A R E F U L L YY H A V E T O B E C A R E F U L L Y C O N T R O L L E D A N D M E T E R E D S O A S N O T T O A F F E C T T H E P E R F O R M A N C E O F C O N T R O L L E D A N D M E T E R E D S O A S N O T T O A F F E C T T H E P E R F O R M A N C E O F T H E E N G I N E . T H I S I S T H E J O B O F T H E P O S I T I V E C R A N K C A S E V E N T I L A T I O N T H E E N G I N E . T H I S I S T H E J O B O F T H E P O S I T I V E C R A N K C A S E V E N T I L A T I O N ( P C V ) V A L V E . ( P C V ) V A L V E . A T I D L E , W H E N T H E A I R /A T I D L E , W H E N T H E A I R /F U E L M I X T U R E I S V E R Y C R I T I C A L ,F U E L M I X T U R E I S V E R Y C R I T I C A L , J U S T A L I J U S T A L IT T L E O F T H E V A P O R S A R E A L L O W E D I N T T L E O F T H E V A P O R S A R E A L L O W E D I N T O T H E I N T A K E S Y S T E M .T O T H E I N T A K E S Y S T E M . A T H I G H S P E E D W H E N T H E M I A T H I G H S P E E D W H E N T H E M IX T U R E I S L E S S X T U R E I S L E S S C R I T IC R I T IC A L A N D T H E P R E S S U R E SC A L A N D T H E P R E S S U R E S I N I N T H E E N G I N E A R E G R E A TT H E E N G I N E A R E G R E A TE R , M O R E OE R , M O R E OF T H E V A P O R S A R E A L L O WF T H E V A P O R S A R E A L L O WE D I N T OE D I N T O T H E I N T A K E S Y S T E M . W H E N T H E V A L V E O R T H E S Y S T E M I S C L O G G E D , T H E I N T A K E S Y S T E M . W H E N T H E V A L V E O R T H E S Y S T E M I S C L O G G E D , V A P O R S W I V A P O R S W IL L B A C K U P IL L B A C K U P IN T O T H E A I R F I LN T O T H E A I R F I LT E R H O U ST E R H O U SI N G O R A T WI N G O R A T WO R S TO R S T, T H E, T H E E X C E S E X C E SS P R E S S U R E W I L L PS P R E S S U R E W I L L PU S H P A S T S E A L S A N D CU S H P A S T S E A L S A N D CR E A T E E N G I N E O I L LR E A T E E N G I N E O I L LE A K S .E A K S . I F T H E W I F T H E WR O N G V A L V E I S U S E D O R T H E SR O N G V A L V E I S U S E D O R T H E SY S T E M H A S A IY S T E M H A S A IR L E A K S , T H E ER L E A K S , T H E EN G I NN G I NEE W I W IL L I D L E R O U G H , L L I D L E R O U G H , O R A T WO R A T WO R SO R ST E N G I N E O I L WT E N G I N E O I L WI L L B E S U C K E D OI L L B E S U C K E D OU T O F T H EU T O F T H E E N G I N E . E N G I N E . 2 . 1 . 3 . E G R V A L V E2 . 1 . 3 . E G R V A L V E

The purpose of the exhaust gas recirculation valve (EGR) valve is to meter a small amount of  The purpose of the exhaust gas recirculation valve (EGR) valve is to meter a small amount of  exhaust gas into the intake system; this dilutes the air/fuel mixture so as to lower the combustion exhaust gas into the intake system; this dilutes the air/fuel mixture so as to lower the combustion chamber temperature. Excessive combustion chamber temperature creates oxides of nitrogen, which chamber temperature. Excessive combustion chamber temperature creates oxides of nitrogen, which is a major pollutant. While the EGR valve is the most effective method of controlling oxides of  is a major pollutant. While the EGR valve is the most effective method of controlling oxides of  nitrogen, in it's very design it adversely affects engine performance. The engine was not designed to nitrogen, in it's very design it adversely affects engine performance. The engine was not designed to run on exhaust gas. For this reason the amount of exhaust entering the intake system has to be run on exhaust gas. For this reason the amount of exhaust entering the intake system has to be

carefully monitored and controlled. This is accomplished through a series of electrical and vacuum carefully monitored and controlled. This is accomplished through a series of electrical and vacuum switches and the vehicle computer. Since EGR action reduces performance by diluting the air /fuel switches and the vehicle computer. Since EGR action reduces performance by diluting the air /fuel mixture, the system does not allow EGR action when the engine is cold or when the engine needs full mixture, the system does not allow EGR action when the engine is cold or when the engine needs full power.

power.

Fig.2.4.EGR Valve Fig.2.4.EGR Valve 2.1.4. E

Since no internal combustion engine is 100% efficient, there will always be some unburned fuel Since no internal combustion engine is 100% efficient, there will always be some unburned fuel in the exhaust. This increases hydrocarbon emissions. To eliminate this source of emissions an air in the exhaust. This increases hydrocarbon emissions. To eliminate this source of emissions an air injection system was created. Combustion requires fuel, oxygen and heat. Without any one of the injection system was created. Combustion requires fuel, oxygen and heat. Without any one of the three combustion cannot occur. Inside the exhaust manifold there is sufficient heat to support three combustion cannot occur. Inside the exhaust manifold there is sufficient heat to support combustion, if we introduce some oxygen than any unburned fuel will ignite. This combustion will not combustion, if we introduce some oxygen than any unburned fuel will ignite. This combustion will not produce any power, but it will reduce excessive hydrocarbon emissions. Unlike in the combustion produce any power, but it will reduce excessive hydrocarbon emissions. Unlike in the combustion chamber, this combustion is uncontrolled, so if the fuel content of the exhaust is excessive, explosions chamber, this combustion is uncontrolled, so if the fuel content of the exhaust is excessive, explosions that sound like popping will occur. There are times when under normal conditions, such as that sound like popping will occur. There are times when under normal conditions, such as deceleration, when the fuel content is excessive. Under these conditions we would want to shut off the deceleration, when the fuel content is excessive. Under these conditions we would want to shut off the air injection system. This is accomplished through the use of a diverter valve, which instead of  air injection system. This is accomplished through the use of a diverter valve, which instead of  shutting the air pump off diverts the air away from the exhaust manifold. Since all of this is done after shutting the air pump off diverts the air away from the exhaust manifold. Since all of this is done after the combustion process is complete, this is one emission control that has no effect on engine the combustion process is complete, this is one emission control that has no effect on engine performance. The only maintenance that is required is a careful inspection of the air pump drive belt. performance. The only maintenance that is required is a careful inspection of the air pump drive belt.

2.2. Modifica

2.2. Modification in SI tion in SI engine to reduce emissionengine to reduce emission ..

Multi-port fuel injection system to completely replace carburetors. Multi-port fuel injection system to completely replace carburetors.

Electronic engine management to accurately regulate fuel supply to cylinders by sensing Electronic engine management to accurately regulate fuel supply to cylinders by sensing various engine parameters.

various engine parameters.

4-valve system to replace 2-valve system, improved combustion chamber design and 4-valve system to replace 2-valve system, improved combustion chamber design and improved inlet manifold design for axial stratification of charge.

improved inlet manifold design for axial stratification of charge. Turbo-charged (TC) and Turbo-charged After Cooled (TCAC) engines. Turbo-charged (TC) and Turbo-charged After Cooled (TCAC) engines.

Turbo-compounded engines; they are found to be upto 18 per cent better than the Turbo-compounded engines; they are found to be upto 18 per cent better than the conventional engines.

conventional engines.

After treatment, catalytic converter and exhaust gas recycling. After treatment, catalytic converter and exhaust gas recycling.

Some future directions for engines are: Some future directions for engines are:

Lean burn technology, air-fuel ratio as lean as 22:1 is possible with 4-valves, high swirl and Lean burn technology, air-fuel ratio as lean as 22:1 is possible with 4-valves, high swirl and squish generated turbulence.

squish generated turbulence.

Use of ceramic components (e.g., low density Silicon Nitride, Si3N4) such as piston pins, Use of ceramic components (e.g., low density Silicon Nitride, Si3N4) such as piston pins, valves, blades in turbochargers.

3.1. Metho

3.1. Methods to reduce emission in ds to reduce emission in CI engineCI engine

3.1.

3.1.1 1 Particulate filter.Particulate filter.

Particulate filters are highly effective in the elimination of particulate matter (PM10) or soot from Particulate filters are highly effective in the elimination of particulate matter (PM10) or soot from diesel exhaust. It has a variety of filter coatings and designs, depending of the engine application and diesel exhaust. It has a variety of filter coatings and designs, depending of the engine application and duty cycle.

duty cycle.

3.1.2.

3.1.2. Selective catalytic reduSelective catalytic reductionction

Selective Catalytic Reduction of NOx (generally abbreviated with SCR deNOx) is a very powerful Selective Catalytic Reduction of NOx (generally abbreviated with SCR deNOx) is a very powerful technology to reduce the NOx emission and fuel consumption of truck and passenger car diesel technology to reduce the NOx emission and fuel consumption of truck and passenger car diesel engines. The European truck manufacturers starting in October 2005, when EURO-4 emissions engines. The European truck manufacturers starting in October 2005, when EURO-4 emissions legislation enters into force, will introduce SCR deNOx on a large scale. With SCR deNOx a 32.5% legislation enters into force, will introduce SCR deNOx on a large scale. With SCR deNOx a 32.5% aqueous urea solution is injected upstream of the catalyst. Urea which converts to NH3 (ammonia) in aqueous urea solution is injected upstream of the catalyst. Urea which converts to NH3 (ammonia) in the hot exhaust gases reacts with NOx to form harmless N2 and H2O. The urea quantity needs to be the hot exhaust gases reacts with NOx to form harmless N2 and H2O. The urea quantity needs to be precisely dosed as a function of the engine NOx output and the catalyst operating conditions.

precisely dosed as a function of the engine NOx output and the catalyst operating conditions. 3.1.3.

3.1.3. Smoke Suppressant adSmoke Suppressant ad ditivesditives

There are a number of additives, which are added in order to reduce the smoke from CI engine. There are a number of additives, which are added in order to reduce the smoke from CI engine. HYDRAX ATH

HYDRAX ATH (hydrated alumina),(hydrated alumina), HYDRAMAXHYDRAMAX (magnesium hydroxides and hydroxy-carbonates)(magnesium hydroxides and hydroxy-carbonates),, CHARMAX LS

CHARMAX LS (low smoke)(low smoke), C, CHARMHARM AX LAX L S ZS ZST & LS ZHSST & LS ZHS (zinc stannates & (zinc stannates & zinc hydroxystannates)zinc hydroxystannates),, CHARMAX AOM & MO

CHARMAX AOM & MO (ammonium octamolybdate & molybdic oxide),(ammonium octamolybdate & molybdic oxide), CHARMAX ZB200 & ZB400CHARMAX ZB200 & ZB400 (zinc, magnesium, and calcium borates) etc.This reduces the amount of smoke produced by various (zinc, magnesium, and calcium borates) etc.This reduces the amount of smoke produced by various chemical reactions. The smoke produced can also be controlled by deairating, maintenance, catalytic chemical reactions. The smoke produced can also be controlled by deairating, maintenance, catalytic mufflers, fumigation etc.

mufflers, fumigation etc. 3.1.4. C

3.1.4. Control of oontrol of o dourdour

It is very difficult to estimate the odour produced by the diesel engine because the lack of  It is very difficult to estimate the odour produced by the diesel engine because the lack of  standard tests has not allowed much work to be done in this direction. Catalytic odour control system standard tests has not allowed much work to be done in this direction. Catalytic odour control system

muffler and or

muffler and or catalyst container are under development and it has catalyst container are under development and it has been found that certain oxidationbeen found that certain oxidation catalysts if used under favorable conditions reduce odour intensity. But the tests are still going on. catalysts if used under favorable conditions reduce odour intensity. But the tests are still going on.

3.1.5.

3.1.5. Exhaust Gas and After treatExhaust Gas and After treat ment Modelment Model inging

While the diesel (compression ignition) engine is more efficient than the conventional spark While the diesel (compression ignition) engine is more efficient than the conventional spark ignition engine from a thermodynamics standpoint, it has the potential for a large negative ignition engine from a thermodynamics standpoint, it has the potential for a large negative environmental impact. The lean combustion of these devices provides the perfect environment for the environmental impact. The lean combustion of these devices provides the perfect environment for the production of NOx; relatively high temperatures and abundant oxygen. In addition, direct injection of  production of NOx; relatively high temperatures and abundant oxygen. In addition, direct injection of  fuel into the combustion chamber creates rich fuel pockets that can cause the formation of particulate fuel into the combustion chamber creates rich fuel pockets that can cause the formation of particulate matter (soot). Recently these emissions have come under increased scrutiny from the Environmental matter (soot). Recently these emissions have come under increased scrutiny from the Environmental Protection Agency (EPA). Their radical nature (smog) in the atmosphere and subsequent health Protection Agency (EPA). Their radical nature (smog) in the atmosphere and subsequent health hazards has caused the EPA to act to increase the regulation standards for both 2007 and 2010. hazards has caused the EPA to act to increase the regulation standards for both 2007 and 2010.

Unlike the three-way catalysts currently used on spark-ignition based platforms, diesel after treatment Unlike the three-way catalysts currently used on spark-ignition based platforms, diesel after treatment systems will not utilize one device for all problematic emissions. Instead, devices are targeted to take systems will not utilize one device for all problematic emissions. Instead, devices are targeted to take care of only one or a few issues at a time. For instance, Diesel Particulate Filters (DPF) might take care of only one or a few issues at a time. For instance, Diesel Particulate Filters (DPF) might take care of the particulate matter while a Diesel Oxidation Catalyst (DOC) will eliminate the CO and HC care of the particulate matter while a Diesel Oxidation Catalyst (DOC) will eliminate the CO and HC and a Lean NOx Trap is used for the NOx emissions. Until now, diesel engine manufacturers have and a Lean NOx Trap is used for the NOx emissions. Until now, diesel engine manufacturers have been able to meet the legislation though in-cylinder technology. The proposed EPA legislation has been able to meet the legislation though in-cylinder technology. The proposed EPA legislation has caused the diesel industry to work on finding cost-efficient after treatment technology while still caused the diesel industry to work on finding cost-efficient after treatment technology while still looking in-cylinder for improvements.

looking in-cylinder for improvements.

3.2. Modificatio

3.2. Modification in n in CI engine to CI engine to reduce emissionreduce emission

3.2.1. Commercial vehicle emission control 3.2.1. Commercial vehicle emission control

Several improvements are needed. These could be achieved through redesigning of engines and Several improvements are needed. These could be achieved through redesigning of engines and application of new technologies:

application of new technologies:

· Improvement in fuel injection system and use of higher injection pressure.

· Improvement in fuel injection system and use of higher injection pressure. .. .. Common railCommon rail system unit injections instead of multi-cylinder fuel injectionsystem unit injections instead of multi-cylinder fuel injection

pumps. pumps.

· Electronically controlled injection system to provide variable injection timing with · Electronically controlled injection system to provide variable injection timing with good dynamic response to engine load, speed, and temperature.

good dynamic response to engine load, speed, and temperature.

· Improved cylinder head design, inlet port, re-entrant combustion chambers. · Improved cylinder head design, inlet port, re-entrant combustion chambers. · 4-Valve system to improve volumetric efficiency and provide better mixing of fuel · 4-Valve system to improve volumetric efficiency and provide better mixing of fuel and air.

· Turbo-charged and Turbo-charged aftercooled engines to provide higher specific power, better fuel · Turbo-charged and Turbo-charged aftercooled engines to provide higher specific power, better fuel economy, and less emission pollution.

economy, and less emission pollution. · After-treatment, particulate traps,

· After-treatment, particulate traps, and catalytic converters.and catalytic converters.

3.2.2.

3.2.2. PasPas senger Car Diesel Enginesenger Car Diesel Engine

In India, Indirect Injection (IDI) diesel engines are

In India, Indirect Injection (IDI) diesel engines are commocommonly used in nly used in passenger cars. Due topassenger cars. Due to the pricing policies of fuels, the running cost of diesel cars is lower than those of petrol cars. Diesel the pricing policies of fuels, the running cost of diesel cars is lower than those of petrol cars. Diesel engines are popular for taxis, most of which are retrofitted by diesel engines. Private cars with OE engines are popular for taxis, most of which are retrofitted by diesel engines. Private cars with OE diesel engines are also in demand. Major directions for engine development to control different diesel engines are also in demand. Major directions for engine development to control different pollutants are as

pollutants are as follows:follows: · HC

· HC emission controemission control requires,l requires, - low sac volume nozzles; - low sac volume nozzles;

- Complete combustion of injected fuel; - Complete combustion of injected fuel; - minimum lube consumption.

- minimum lube consumption. · NOx

· NOx emission control is emission control is helped by,helped by, - cooling of intake air before entering the - cooling of intake air before entering the

engine; engine;

- Retarded combustion; and - Retarded combustion; and - Moderate air motion. - Moderate air motion.

· Particulate emission control is helped by, · Particulate emission control is helped by,

- high injection pressure; - high injection pressure; - fine fuel atomization; - fine fuel atomization; - intensive air motion; - intensive air motion; - high excess air; and - high excess air; and

- minimum lube consumption. - minimum lube consumption.

4. EMISSION CO

4. EMISSION CONTROL NORMS IN SI NTROL NORMS IN SI AND CI ENGINEAND CI ENGINE

The first Indian emission regulations were idle emission limits which became effective in The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990’s. Since the year (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990’s. Since the year

2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and for heavy-duty vehicles. Indian own emission regulations still apply to two- and three-wheeled for heavy-duty vehicles. Indian own emission regulations still apply to two- and three-wheeled vehicles.

vehicles.

4.1. E

4.1. Emission control norms mission control norms in SI engine.in SI engine.

Table.4.1: EMISSION CONTROL NORMS IN SI ENGINE Table.4.1: EMISSION CONTROL NORMS IN SI ENGINE

Level of Emission Level of Emission

Norms Norms

2/

2/ 3 3 WheeleWheelers rs #### 4 Wheelers4 Wheelers

2-Stroke

2-Stroke 4-Stroke4-Stroke 4-Stroke4-Stroke

E U R

E U RO I / IO I / IN D I AN D I A

2 0 0 0

2 0 0 0

*

* Intake, exhaust,Intake, exhaust, combustion optimization combustion optimization *

* Catalytic converterCatalytic converter

*

* 4-Stroke engine4-Stroke engine technology technology

*

* Intake, exhaust,Intake, exhaust,

combustion optimization combustion optimization *

*Carburetor optimizationCarburetor optimization

Euro II / Euro II /

Bharat Stage II Bharat Stage II

*

* Secondary air injectionSecondary air injection *

* Catalytic converterCatalytic converter *

* CNG / LPGCNG / LPG

(3 wheelers only) (3 wheelers only)

*

* Hot tubeHot tube *

* Secondary Secondary airair injection injection * CNG / LPG * CNG / LPG (3 wheelers only) (3 wheelers only) * Fuel injection * Fuel injection * Catalytic

* Catalytic converterconverter * Fixed EGR * Fixed EGR * Multi-valve * Multi-valve * * CNG/LPGCNG/LPG EuroIII/ Bharat EuroIII/ Bharat Stage III Stage III * Fuel injection * Fuel injection * Catalytic converter * Catalytic converter * Fuel injection * Fuel injection * Carburetor+ * Carburetor+ catalytic converter catalytic converter

* Fuel injection +catalytic * Fuel injection +catalytic

converter converter * Variable EGR * Variable EGR

* Variable valve timing * Variable valve timing * Multi-valve * Multi-valve * On-board diagnostics * On-board diagnostics system system * CNG/LPG * CNG/LPG * Direct cylinder * Direct cylinder

Euro IV / Euro IV /

Bharat Stage IV Bharat Stage IV

*

* To To be be developed developed * * Lean Lean burnburn * Fuel injection+ * Fuel injection+ catalytic converter catalytic converter injection injection * Multi-brick * Multi-brick catalytic converter catalytic converter *

* On-board On-board diagnosticsdiagnostics system

system ##

## Euro norms are not applicable for 2 / 3 wheelers in IndiaEuro norms are not applicable for 2 / 3 wheelers in India 4.2.

4.2. Emission control norms in CI Emission control norms in CI engineengine

Level

Level Of Of Emission Emission Norms Norms Technology Technology OptionsOptions

Euro I / India 2000 Euro I / India 2000

· Retarded injection timing · Retarded injection timing · Open/re-entrant bowl, · Open/re-entrant bowl,

· Intake, exhaust and combustion optimisation · Intake, exhaust and combustion optimisation · FIP~700-800 bar, low sac injectors

· FIP~700-800 bar, low sac injectors · High swirl · High swirl · Naturally aspirated · Naturally aspirated Euro II / Euro II / Bharat Stage II Bharat Stage II ·· TurbochargingTurbocharging

·· Injection pressure > 800 bar, moderate swirlInjection pressure > 800 bar, moderate swirl

· High pressure inline / rotary pumps, injection rate control · High pressure inline / rotary pumps, injection rate control · VO nozzles

· VO nozzles

· Re-entrant combustion chamber · Re-entrant combustion chamber · Lube oil consumption control · Lube oil consumption control

· Inter-cooling (optional, depends on specific power), · Inter-cooling (optional, depends on specific power), · EGR (may be required for high speed car engines) · EGR (may be required for high speed car engines) · Conversion to CNG with catalytic converter

· Conversion to CNG with catalytic converter · Multi valve,

· Multi valve,

· Low swirl – high injection pressure > 120 bar · Low swirl – high injection pressure > 120 bar

Euro III / Euro III /

Bharat Stage III Bharat Stage III

· Rotary pumps, pilot injection rate shaping · Rotary pumps, pilot injection rate shaping · Electronic fuel injection

· Electronic fuel injection

· Critical lube oil consumption control · Critical lube oil consumption control · Variable geometry turbocharger (VGT) · Variable geometry turbocharger (VGT) · Inter-cooling

· Inter-cooling · Oxycat & EGR · Oxycat & EGR · CNG/LPG · CNG/LPG

· High specific power output · High specific power output

Euro IV / Euro IV / Bharat Stage IV Bharat Stage IV · Particulate trap · Particulate trap · NOx trap · NOx trap

· On board Diagnostics system · On board Diagnostics system

· Common rail injection-injection pressure>1600 bar · Common rail injection-injection pressure>1600 bar · Fuel Cell

· Fuel Cell · CNG/LPG · CNG/LPG

On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The implementation program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The implementation schedule of EU emission standards in India is summarized in Table 4.3

schedule of EU emission standards in India is summarized in Table 4.3

The above standards apply to all new 4-wheel vehicles sold and registered in the respective The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi or the other 10 cities.

interstate buses with routes originating or terminating in Delhi or the other 10 cities.

For 2-and 3-wheelers, Bharat Stage II (Euro 2) is be

For 2-and 3-wheelers, Bharat Stage II (Euro 2) is be applicable from April 1, 2005 and applicable from April 1, 2005 and StageStage III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, 2010.

2010.

Table.4.3. INDIAN

Table.4.3. INDIAN EMISSION STANDARDSEMISSION STANDARDS

Indian Emission Standards (4-Wheel Vehicles) Indian Emission Standards (4-Wheel Vehicles) Standard

Standard Reference Reference Date Date RegionRegion India

India 2000 2000 Euro Euro 1 1 2000 2000 NationwideNationwide Bharat

Bharat Stage Stage II II Euro Euro 2 2 20012001

2003-04 2003-04

2004-05 2004-05

NCR*, Mumbai, Kolkata, Chennai NCR*, Mumbai, Kolkata, Chennai

NCR*, 10 Cities† NCR*, 10 Cities†

Nationwide Nationwide

Bharat

Bharat Stage Stage III III Euro Euro 3 3 2005-042005-04

2004-10 2004-10 NCR*, 10 Cities† NCR*, 10 Cities† Nationwide Nationwide Bharat

Bharat Stage Stage IV IV Euro Euro 4 4 2010-04 2010-04 NCR*, NCR*, 10 10 Cities†Cities†

*

* National National Capital Region Capital Region (Delhi)(Delhi)

† Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmeda

† Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmedabad, Pune, Surat, Kanpur and bad, Pune, Surat, Kanpur and AgraAgra The above standards apply to all new 4-wheel vehicles sold and registered in the respective The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi or the other 10 cities.

interstate buses with routes originating or terminating in Delhi or the other 10 cities.

For 2-and 3-wheelers, Bharat Stage II (Euro 2)

For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, will be applicable from April 1, 2005 and2005 and Stage III (Euro 3)

Stage III (Euro 3) standards would come in force preferably from April 1, 2008, standards would come in force preferably from April 1, 2008, but not later thanbut not later than April 1, 2010.

April 1, 2010.

Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg— Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg— are listed in Table 4.4. Emissions are tested over the ECE R49 13-mode test (through the Euro II are listed in Table 4.4. Emissions are tested over the ECE R49 13-mode test (through the Euro II stage).

stage).

Table Table 4.44.4

EMISSION STANDARDS FOR DIESEL TRUCK AND BUS ENGINES, G/KWH EMISSION STANDARDS FOR DIESEL TRUCK AND BUS ENGINES, G/KWH

Year

Year Reference Reference CO CO HC HC NOx NOx PMPMMM

1992 1992 - - 17.3-32.6 17.3-32.6 2.7-3.7 2.7-3.7 - - --1996 1996 - - 11.20 11.20 2.40 2.40 14.4 14.4 --2000 2000 Euro Euro I I 4.5 4.5 1.1 1.1 8.0 8.0 0.36*0.36* 2005† 2005† Euro Euro II II 4.0 4.0 1.1 1.1 7.0 7.0 0.150.15 2010†

2010† Euro Euro III III 2.1 2.1 0.66 0.66 5.0 5.0 0.100.10 * 0.612 for engines below 85 kW

* 0.612 for engines below 85 kW

† earlier introduction in selected regions, see Table 4.3 † earlier introduction in selected regions, see Table 4.3

Emission standards for light-duty diesel vehicles (GVW Emission standards for light-duty diesel vehicles (GVW

3. Ranges of emission limits refer to different classes (by reference mass) of light commercial 3. Ranges of emission limits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1 and vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1 and later standards. The lowest limit in each range applies to passenger cars (GVW

later standards. The lowest limit in each range applies to passenger cars (GVW seats).

seats).

Table 4.5 Table 4.5

EMISSION STANDARDS FOR LIGHT-DUTY DIESEL VEHICLES, G/KM EMISSION STANDARDS FOR LIGHT-DUTY DIESEL VEHICLES, G/KM

Year

Year Reference Reference CO CO HC HC HC+NOx HC+NOx PMPM 1992 1992 - - 17.3-32.6 17.3-32.6 2.7-3.7 2.7-3.7 - - --1996 1996 - - 5.0-9.0 5.0-9.0 - - 2.0-4.0 2.0-4.0 --2000 2000 Euro Euro 1 1 2.72-6.90 2.72-6.90 - - 0.97-1.70 0.97-1.70 0.14-0.250.14-0.25 2005† 2005† Euro Euro 2 2 1.0-1.5 1.0-1.5 - - 0.7-1.2 0.7-1.2 0.08-0.170.08-0.17 † earlier introduction in selected regions, see Table 4.3

† earlier introduction in selected regions, see Table 4.3

The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed limited to 90 km/h). Before 2000, emissions were measured over an Indian test cycle. Engines for use limited to 90 km/h). Before 2000, emissions were measured over an Indian test cycle. Engines for use in light-duty vehicles can be also emission tested

in light-duty vehicles can be also emission tested using an engine dynamometer. The respectiveusing an engine dynamometer. The respective emission standards are listed in Table 4.3

emission standards are listed in Table 4.3

Table 4.6 Table 4.6

EMISSION STANDARDS FOR LIGHT-DUTY DIESEL ENGINES, G/KWH EMISSION STANDARDS FOR LIGHT-DUTY DIESEL ENGINES, G/KWH

Year

Year Reference Reference CO CO HC HC NOx NOx PMPM

1992 1992 - - 14.0 14.0 3.5 3.5 18.0 18.0 --1996 1996 - - 11.20 11.20 2.40 2.40 14.4 14.4 --2000 2000 Euro Euro I I 4.5 4.5 1.1 1.1 8.0 8.0 0.36*0.36* 2005† Euro 2005† Euro II II 4.0 4.0 1.1 1.1 7.0 7.0 0.150.15

* 0.612 for engines below 85 kW * 0.612 for engines below 85 kW

† earlier introduction in selected regions, see Table 4.3 † earlier introduction in selected regions, see Table 4.3

Emission standards for gasoline vehicles (GVW Emission standards for gasoline vehicles (GVW

Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle emission standards page). The lowest limit in each range applies to passenger cars (GVW duty vehicle emission standards page). The lowest limit in each range applies to passenger cars (GVW

Table 4.7 Table 4.7

EMISSION STANDARDS FOR GASOLINE VEHICLES (GVW EMISSION STANDARDS FOR GASOLINE VEHICLES (GVW

Year

Year Reference Reference CO CO HC HC HC+NOxHC+NOx

1991

--1996 1996 - - 8.68-12.4 8.68-12.4 - - 3.00-4.363.00-4.36 1998* 1998* - - 4.34-6.20 4.34-6.20 - - 1.50-2.181.50-2.18 2000 2000 Euro Euro 1 1 2.72-6.90 2.72-6.90 - - 0.97-1.700.97-1.70 2005† 2005† Euro Euro 2 2 2.2-5.0 2.2-5.0 - - 0.5-0.70.5-0.7 * for

* for catalytic converter fitted vehiclescatalytic converter fitted vehicles

† earlier introduction in selected regions, see Table 4.3 † earlier introduction in selected regions, see Table 4.3

Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).Emission Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.

standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.

Table 4.8 Table 4.8

EMISSION STANDARDS FOR 3-WHEEL GASOLINE VEHICLES, G/KM EMISSION STANDARDS FOR 3-WHEEL GASOLINE VEHICLES, G/KM

Year

Year CO CO HC HC HC+NOxHC+NOx

1991 1991 12-30 12-30 8-12 8-12 --1996 1996 6.75 6.75 - - 5.405.40 2000 2000 4.00 4.00 - - 2.002.00 Table 4.9 Table 4.9

EMISSION STANDARDS FOR 2-WHEEL GASOLINE VEHICLES, G/KM EMISSION STANDARDS FOR 2-WHEEL GASOLINE VEHICLES, G/KM

Year

Year CO CO HC HC HC+NOxHC+NOx

1991 1991 12-30 12-30 8-12 8-12 --1996 1996 4.50 4.50 - - 3.603.60 2000 2000 2.00 2.00 - - 2.002.00 CONCLUSION CONCLUSION

Efforts are being made to reduce the consumption of fossil fuels and maximize the utilization of  Efforts are being made to reduce the consumption of fossil fuels and maximize the utilization of  environment-friendly energy sources and fuels for meeting energy needs. In India, the demand for oil environment-friendly energy sources and fuels for meeting energy needs. In India, the demand for oil for the transport sector is estimated to increase over the next decade. This sector is the largest for the transport sector is estimated to increase over the next decade. This sector is the largest consumer of petroleum products .Government is providing policy support, fiscal incentives and consumer of petroleum products .Government is providing policy support, fiscal incentives and regulatory measures for development of alternative energy vehicles and fuels. Battery operated regulatory measures for development of alternative energy vehicles and fuels. Battery operated vehicles, fuel cell vehicles, hydrogen powered vehicles and bio-fuel powered vehicles have been vehicles, fuel cell vehicles, hydrogen powered vehicles and bio-fuel powered vehicles have been identified in this context. The development activities of such fuels and vehicles need to be further identified in this context. The development activities of such fuels and vehicles need to be further encouraged particularly in view of their potential to protect the environment. Hybrid Electric Vehicles encouraged particularly in view of their potential to protect the environment. Hybrid Electric Vehicles (HEVs) use the combination of engine of a conventional vehicle with electric motor powered by (HEVs) use the combination of engine of a conventional vehicle with electric motor powered by

traction batteries and/or fuel cell. This combination helps in achieving both the energy and traction batteries and/or fuel cell. This combination helps in achieving both the energy and environmental goals. The deployment of a large number of this type of vehicles would help us in terms environmental goals. The deployment of a large number of this type of vehicles would help us in terms of environmental benefits, reduction of oil consumption and reduction in emissions. In hybrid electric of environmental benefits, reduction of oil consumption and reduction in emissions. In hybrid electric vehicles propulsion, energy is available from more than one source of energy. The three vehicles propulsion, energy is available from more than one source of energy. The three configurations of HEV are series hybrid system, parallel hybrid system and split hybrid system. Fuel configurations of HEV are series hybrid system, parallel hybrid system and split hybrid system. Fuel cells produce electricity, employing reaction between hydrogen and oxygen gases, electrochemically. cells produce electricity, employing reaction between hydrogen and oxygen gases, electrochemically. Fuel cells are efficient, environmentally benign, compact, modular and reliable for power generation. Fuel cells are efficient, environmentally benign, compact, modular and reliable for power generation. Different type of Fuel cells currently under development are the Protons Exchange Membrane Fuel Different type of Fuel cells currently under development are the Protons Exchange Membrane Fuel Cells (PEMFCs), Phosphoric Acid Fuel Cells (PAFCs), Molten Carbonate Fuel Cells (MCFCs),Solid Oxide Cells (PEMFCs), Phosphoric Acid Fuel Cells (PAFCs), Molten Carbonate Fuel Cells (MCFCs),Solid Oxide Fuel Cells (SOFCs) etc. Hydrogen is receiving worldwide attention as a clean fuel and efficient energy Fuel Cells (SOFCs) etc. Hydrogen is receiving worldwide attention as a clean fuel and efficient energy storage medium for automobiles. Hydrogen can replace or supplement oil used in road transportation. storage medium for automobiles. Hydrogen can replace or supplement oil used in road transportation. Bio-fuel is an efficient, environment friendly, 100 per cent natural energy alternative to petroleum Bio-fuel is an efficient, environment friendly, 100 per cent natural energy alternative to petroleum fuels9-10. In view of the potential of being produced from several agricultural sources and because of  fuels9-10. In view of the potential of being produced from several agricultural sources and because of  its low emission characteristics, bio-fuels in recent years are receiving a great deal of attention as a its low emission characteristics, bio-fuels in recent years are receiving a great deal of attention as a substitute to petroleum fuels. Ethanol and bio-diesel are the two bio-fuels which are being looked substitute to petroleum fuels. Ethanol and bio-diesel are the two bio-fuels which are being looked upon as the potential fuels for surface transportation.

upon as the potential fuels for surface transportation.

REFERENCES REFERENCES 1. www.howstuffworks.com 1. www.howstuffworks.com 2. www.dieselnet.in 2. www.dieselnet.in 3. www.auto101.com 3. www.auto101.com 4. www.wikipedia.com 4. www.wikipedia.com 5. Mathur & Sharma.;