Engine Out Emissions & Measurement
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Transcript of Engine Out Emissions & Measurement
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Engine Out Emissions &Measurement
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Discussion Points
1.Engine Out Emission Details
2.Effects of Emissions in Brief
3.Emissions at a Glance in India
4.Emission Measurement Details
5.Technological requirements to meetthe Challenge
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Basics of CombustionInternal Combustion (IC) Engine
Is a device which transforms the chemical energy of thefuel into thermal energy and uses this energy toproduce mechanical work .
Combustion takes place internally and products of
combustion are directly the motive fluid.
AirFuel
Exhaust
Heat
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Basics of CombustionCombustion
A relatively rapid chemical combination of hydrogen and
carbon in the fuel with oxygen in the air resulting inliberation of energy in the form of heat
Id e al C o m b u s t i o n P r o c es s
C nH(2n+2) +O 2 CO2 + H2O+ Heat Energy
CO 2+CO+HC+NOx+H 2O+Soot,etc +HeatEnergy
A c t u a l C o m b u s t i o n Pr o c e s s
CnH(2n+2) +(O 2 +N2)
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Basics of CombustionAir Pollution Combustion (I C) Engine
Air pollution can be defined as addition to ouratmosphere of any material which will have a detrimentaleffect on life upon our planet.
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Basics of CombustionConcerns
Visible regulated pollutants
Smoke Gaseous regulated pollutants
CO, HC, NOx, Particulates Unregulated pollutants
Heavy HC, CO2, Benzene,
Ozone, Acids, Lead, etc.
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Ecologicaleffects
Health
effects
Effects of pollution
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Reduction in visibility, Easily inhaled into lungs
Cause chronic lung problems like bronchitis
Increased risk of cancer and shorter life span
Cause material damage ( Soiling)
Pollution Health EffectsSmoke
Smoke(Black, Blue & White) is formed due
to
- Insufficient oxygen availability, poor airfuel mixing and over fuelling
-Lub. Oil mix with combustion during
-Presence of water traces or vapor in thecombustion
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Pollution Health Effects
It has high affinity to hemoglobin in blood reducingoxygen supply to tissues
Headache, drowsiness, nausea
Loss of consciousness if concentration exceeds 50%Death suspected if concentration exceeds 70%
Adverse effect on foetal growth in pregnant women
Adverse effect on tissue development of children
Promotes morbidity in people with respiratory andcirculatory systems
Carbon Monoxide (CO)
Carbon monoxide is formed due to
- Inhomogenity of fuel distribution with fuel-rich mixture.- Oxygen is not available in adequate quantity- Cycle temperatures are low
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Higher suspected affinity to hemoglobin than CO
In the form of peroxide, it can deeply penetrate intopulmonary system
Causes death of specific cells in the lungs
Develops toxic symptoms like insomnia, coughing, panting
Susceptibility to viral infections
influenzaIrritates lungs and cause oedema, bronchitis, pneumonia
In presence on sunlight, NOx produces Photo-chemicalsmog
Pollution Health Effects
In the combustion chamber, NOx is formed in the condition of :- Excess available air ( oxygen )- Higher combustion temperatures- Sufficient Resident / reaction time
Nitric Oxides NOx
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Low molecular weight HC cause eye irritation, coughing,sneezing, drowsiness
Cause symptoms like to drunkenness
High molecular weight HC have carcinogenic andmutagenic effects
Heavy hydrocarbons carried on diesel particulates causelung disease
Pollution Health EffectsUn-burnt Hydrocarbon HCIn-homogenous mixture and locally different air fuel ratio existing engine
combustion chamber is the main cause for formation of hydrocarbon.-Too lean/Too rich mixtures- Longer injection duration- Fuel trapped in sac area and holes of the injector is drawn out at the end of
injection at very low pressures.
- quenching of fuel or fuel-air mixture by the surrounding with lower temperature.
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Particulate Matter
Particulate Matter consists of:
a) Organic in-soluble such as soot : solid matter
b) Organic soluble fractions (SOF) originating from fuel and lub. oil- liquid phase
incomplete combustion of lubricating oil past through pistonand piston ring passages and valve guide clearance owing to
inadequate air and temperatures cause SOF fraction ofparticulates originating from lub. oil.
c) Sulfates due to sulphur content in diesel
According to EPA definition, all components excluding watercollected on a prescribed filter after dilution with air at a
temperature below 51.7 deg C are called Particulate Matter.
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Particulate Matter (PM)
Irritates mucous membrane of respiratorysystem causing coughing, choking, impaired lungFunctions, eye irritation, headache, physical discomfort
Prone to cancer
a major concern
Reduces resistance to cold and pneumonia
Aggravates chronic diseases like asthma,
bronchitis, emphysema
SO 2 combined with winter fog, produce smog
Pollution Health Effects
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Pollution & ecological effects
Ozone formationOxidation cycle of CO and methane results in the formation ofozone in troposphere
Ozone formation is promoted in presence of NOx
Effects of Ozone formationCause lung and allergic diseases
Eye irritation, cough, chest discomfort, affects pulmonary functions
Photo chemical pollutants adversely affect growth of certain corps
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Pollution & ecological effects
Ozone Depletion
90% ozone column is present in stratosphereOzone molecules are dissociated into oxygen molecules in thepresence of chemicals such as NO, NO2, Cl, OH
Dissociation of ozone cause depletion of ozone layer
This leads to thinning of natural shield against UV radiation
Effects of Ozone DepletionStrong UV radiation on earth surface
Ageing of buildings and equipment
Increased chances of skin cancer & eye-related diseases
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Pollution & ecological effects
Acid RainOxidation of primary polluted acidic gases such as SO2, NOx,HCl into secondary pollutants as sulfuric acid and nitric acid
These secondary pollutants add to rainwater, snow, fog anddew
These acids precipitate and deposit on vegetation, soils,monuments, structures
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Reflection of Infra-Red
by H 2O, CO 2, CH 4,NO 2, CFCs and clouds
Result Warming of theplanet
Emission of Infra-Red
GREEN-HOUSE EFFECT
Absorption by Ozone
Absorption by cloud
Absorption by water vapor
CloudCloud
T r o p o s p
h e r e
T r o p o p a u s e
Emission byCO2 & O3
Emission of Infra-Red by CO 2 & H2O
Solar spectrum(UV)
10
km
50km
About 45% of solar radiation isabsorbed by the earth. Remainderis absorbed by clouds, water vaporand ozone layer. This way, a portionof heat ( infra-red ) isemitted back to atmosphere.
Water molecules, CO, CO2, N2O,CH4, chlorofluro- carbon(CFCs), etcreflect the emitted infra-red heatback to the earth surface.
This phenomenon is called GREEN-HOUSE effect.
Rebound of infra-red heat cause Increased temperatures on the earth.
This is popularly known as GLOBAL WARMING.
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Global mean surface temperature:Increased by > 1 +/- 0.2 degrees over the 20thcentury
Global mean sea level:
Increased at an average annual rate of 1 2 mmduring the 20th century
Non-polar glaciers:Widespread retreat during the 20th century.
Snow cover:Decreased in area by 10%
Visible Effects of Global Warming
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Need for Pollution control
Adverse effect of pollution on human health, living-being and ecology are quite alarming. Fossil fuels burnt in the I. C. Engines used contributes a
significant figure. With the increase in numbers of IC engines , the
contribution is rising. And, hence, great need ofpollution control from each and every component of thetransport sector.
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Automotive applications (4W) Bharat Stage-III norms for theentire country (2010) & Bharat stage IV in selected metrocities (2010).
Two and three wheelers - Bharat stage-III.
Engine emissions for off - road application
Engine emissions for diesel operated Gensets
Emissions for petrol / kerosene operated portable Gensets
Low sulfur fuel is being introduced in phases across the countryCNG vehicles are promoted in NCR and Mumbai. Infrastructure is themain issue to be addressed .
EMISSION LEGISLATION AT A GLANCE IN INDIA
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Emission Legislation Roadmap in India
BS Norms equalto Euro limitswith change intest cycle
Metros +
SelectedCities
All Over
India
Metro & SelectedCities
BharatStage -2
Year 2004 April 2005 Delhi Kolkota
BharatStage -3
April 2005 April 2010 Mumbai Chennai
BharatStage -4
April 2010 April 2015 Agra Kanpur LuknowAhmadabad Bangalore
Sholapur HyderabadSecunderabad Pune Surat Bharat
Stage -5April 2015
Passenger Car segment
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0
20
40
60
80
100
0 500 1000Time (sec)
S p e e
d ( k m
/ h )
Max Speed 90 kph
One Cycle of 195 sec
Part 1: 780 secPart 2: 400 sec
Indian Driving Cycle for 4 Wheelers
ChassisDynamometer
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0.025
0.050
0.080
0.30 0.56 0.70
EURO 2
EURO 3
EURO 4g/km
HC+NOx
PM
Diesel Passenger Cars Emission Norms
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Goods Transport N1 N2 N3
Passenger >9 Persons M2 M3
Passenger 9 Persons M1 # M1##
M1###
Gross Vehicle Weight(t)
2.5 3.5 5.0 12
I II III
1305kg
>1305 1760 kg
> 1760kg
Class for LD N1 & M1
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Passenger Car & LCV Emission Norms
E i i L i l i R d i I di
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Emission Legislation Roadmap in India
Indian DrivingCycle is applicable
1991 norms 1996 norms Bharat Stage -2 Bharat Stage -3
All Over India Year 1991 Year 1996 April 2005 April 2010
2 Wheeler & 3 Wheeler
Indian Driving Cycle
E i i L gi l ti R d i I di
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Emission Legislation Roadmap in India
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Heavy Duty Diesel Engines Emission Norms
NOx (g/kW-hr)
PM (g/kW-hr)
Heavy Duty Diesel Engines Test Cycles
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Heavy Duty Diesel Engines Test Cycles
BS-2 BS-3 & Euro-4
Off Road Diesel Engines Emissions
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Off Road Diesel Engines Emissions
Off Road Diesel Engines Emissions
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Off Road Diesel Engines Emissions
Off Road Diesel Engines Emissions
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Off Road Diesel Engines Emissions
Diesel Generating set Engines Emissions
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Diesel Generating set Engines Emissions
ExhaustEmissions
For all engines up-to800 kW
CO 3.5 g/kWh
HC
1.3 g/kWhNOx 9.2 g/kWh
PM 0.3 g/kWh
Smoke 0.7 m -1
+ Noise Limits for Genset
Present Limits
Diesel Generating set Engines Emissions
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Diesel Generating set Engines Emissions
Proposed Limits
Engine Category (GrossMechanical Power)
Emission Limits g/kw-hr Smokem-1HC + Nox CO PM
Up to 19 kW 7.5 3.5 0.3 0.7
19 to 75 kW 4.7 3.5 0.3
75 to 800 kW 4.0 3.5 0.2
+ Noise LimitsSmoke shall not exceed above value throughout the operatingload
Sulphur Content less than 350 ppm
Portable Generating set Engines Emissions
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Portable Generating set Engines Emissions
Exhaust Emissions( g/kWh)
Engine Displacement (CC)
65> 65 -
99> 99 -
225> 225
CO 519 519 519 519
HC + NOx 54 30 16.1 13.4
+ Noise Limits for GensetProposed (CPCB Stage - II) Emission Norms (+ Noise Limits)
Petrol /Kerosene Run Gensets
ClassEngine Displacement,CC
Limits in g/kW-hr
CO HC+NOx
0 < 65 Removed1 99 225 250 8
Effective From 1 st APRIL 2014 ( Proposed)
+ NoiseLimits forGenset
Present Limits
13 MODE BS II CYCLE FOR AUTOMOTIVE ENGINES
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13-MODE BS-II CYCLE FOR AUTOMOTIVE ENGINES
Mode #
W.F.
Mode Length = 6 min. each
TEST CONDITIONS AND VALIDITY
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TEST CONDITIONS AND VALIDITY13-MODE BS-II CYCLE FOR AUTOMOTIVE ENGINES
Engine Warm-up: Water Out Temp. > 80 Deg C or as specified by manufacturer Lube Oil Temp. > 85 Deg C or as specified by manufacturer
Atmospheric Factor: 0.98 Fa 1.02 7.0
298
99
AIT
a
T
PS F
VP Pbaro PS 100
RH SVP VP
5.17.0
298
99
AIT
a
T
PS F
for Naturally Aspirated Engines
for Turbocharged Engines
Emission Limits for BS-II Automotive Engines: Ref. Standard NOx CO HC PM
--- g/kWh
CMVR 7.0 4.0 1.1 0.15
5 MODE CYCLE FOR DIESEL GENSET ENGINES
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5-MODE CYCLE FOR DIESEL GENSET ENGINES
Mode # W.F.
Mode Length = 10 min. each
TEST CONDITIONS AND VALIDITY
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TEST CONDITIONS AND VALIDITY5-MODE CYCLE FOR DIESEL GENSET ENGINES
Engine Warm-up: Water Out Temp. > 80 Deg C or as specified by manufacturer Lube Oil Temp. > 85 Deg C or as specified by manufacturer
Atmospheric Factor: 0.98 Fa 1.02 7.0
298
99
AIT
a
T
PS F
VP Pbaro PS 100
RH SVP VP
5.17.0
298
99
AIT
a
T
PS F
for Naturally Aspirated Engines
for Turbocharged Engines
Emission Limits for Diesel Genset Engines: Ref. Standard NOx CO HC PM
--- g/kWh
ISO-8178 9.2 3.5 1.3 0.30
8 MODE CYCLE FOR OFF ROAD VEHICLE ENGINES
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8-MODE CYCLE FOR OFF-ROAD VEHICLE ENGINES
Mode #
W.F.
Mode Length = 10 min. each
TEST CONDITIONS AND VALIDITY
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TEST CONDITIONS AND VALIDITY8-MODE CYCLE FOR OFF-ROAD VEHICLE ENGINES
Engine Warm-up: Water Out Temp. > 80 Deg C or as specified by manufacturer Lube Oil Temp. > 85 Deg C or as specified by manufacturer
Atmospheric Factor: 0.98 Fa 1.02 7.0
298
99
AIT
a
T
PS F
VP Pbaro PS 100
RH SVP VP
5.17.0
298
99
AIT a
T
PS F
for Naturally Aspirated Engines
for Turbocharged Engines
13-MODE ESC CYCLE FOR BS-III ENGINES
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13-MODE ESC CYCLE FOR BS-III ENGINES
Mode #
W.F.
Mode Length = 4 min. for mode #1 and 2 min. for each of rest
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ELR CYCLE FOR SMOKE (BS-III & BS-IV)
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ELR CYCLE FOR SMOKE (BS-III & BS-IV)
ETC CYCLE FOR BS-III & BS-IV AUTOMOTIVE ENGINE
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ETC CYCLE FOR BS-III & BS-IV AUTOMOTIVE ENGINE
TEST CONDITIONS AND VALIDITY
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TEST CONDITIONS AND VALIDITYETC CYCLE FOR BS-III & BS-IV AUTOMOTIVE ENGINES Engine Warm-up: Water Out Temp. > 80 Deg C or as specified by manufacturer Lube Oil Temp. > 85 Deg C or as specified by manufacturer
Actual cycle work W act (kWh) shall be between -15% and +5% of Ref. cycle work W ref
Regression Line Tolerances:
Speed Torque PowerStandard error of
estimate (SE) of Y on XMax. 100 rpm Max. 13% of max. engine
torqueMax. 8% of max. engine power
Slope of the regressionline, m
0.95 to 1.03 0.83 to 1.03 0.89 to 1.03
Coefficient ofdetermination, r 2
Min. 0.97 Min. 0.88 Min. 0.91
Y intercept of theregression line, b
50 rpm 20 Nm or 2% of max.torque, whichever is greater
4 kW or 2% of max. power,whichever is greater
Regression Analysis: y = mx + b, y = feedback (actual) value of speed, torque, or powerm = slope of the regression linex = reference value of speed, torque, or powerb = y intercept of the regression line
EMISSION LIMITS FOR BS-IV
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EMISSION LIMITS FOR BS IV
Emission Limits for BS-IV Automotive Engines:
Application Test Cycle NOx CO HC PM CH 4 NMHC
--- --- g/kWh
Diesel 13-Mode ESC 3.5 1.5 0.46 0.02
Diesel ETC 3.5 4.0 0.55 0.03
CNG ETC 3.5 4.0 - - 1.1 0.55
NRTC (NON ROAD TRANSIENT CYCLE)
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NRTC (NON ROAD TRANSIENT CYCLE)
TEST CONDITIONS AND VALIDITY
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TEST CONDITIONS AND VALIDITYNRTC (NON-ROAD TRANSIENT CYCLE)
Engine Warm-up: Water Out Temp. > 80 Deg C or as specified by manufacturer Lube Oil Temp. > 85 Deg C or as specified by manufacturer
Actual cycle work W act (kWh) shall be between -15% and +5% of Ref. cycle work W ref
Regression Line Tolerances:
Speed Torque PowerStandard error of
estimate (SE) of Y on XMax. 100 rpm Max. 13% of max. engine
torqueMax. 8% of max. engine power
Slope of the regressionline, m
0.95 to 1.03 0.83 to 1.03 0.89 to 1.03
Coefficient ofdetermination, r 2
Min. 0.97 Min. 0.88 Min. 0.91
Y intercept of theregression line, b
50 rpm 20 Nm or 2% of max.torque, whichever is greater
4 kW or 2% of max. power,whichever is greater
Regression Analysis: y = mx + b, y = feedback (actual) value of speed, torque, or powerm = slope of the regression linex = reference value of speed, torque, or powerb = y intercept of the regression line
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Technological requirementsto meet the challenges
C fli ti D d
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Conflicting Demands
Other Emissions
Marketdemands
Combustion trend
New technologyconcepts
Technological requirements to meet the challenges
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Technological requirements to meet the challengesDIESEL ENGINES
Euro I Engine Measures
EGREuro II Higher Injection Pressures
Oxidation Catalyst
Euro III Higher Pressures (~ 1000 bar)
Optimised SwirlPartial Electronic ControlCooled EGR
Euro IV Higher Pressures (~ 1600 bar)
Full Electronic ControlMultiple InjectionsDe-NOx CatPM Trap
T h l i l i h h ll
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1. Separate metered oilfeed system against pre-mixed oil system for twostroke engines
2. Introduction of ashless oil to abate white smoke
3. Engine development to minimise short circuiting of fresh mixture oftwo stroke design
4. Improved combustion
5. Gradual shift to 4-stroke engines
6. Use of Catalytic Converter
7. Switch over to MPFI engines
7. Lead is already eliminated in petrol
Technological requirements to meet the challengesPETROL ENGINES
DIESEL ENGINE NOx EMISSION CONTROL
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DIESEL ENGINE NOx EMISSION CONTROL
1. Optimum compression ratio
2. Combustion chamber optimisation
3. Charge air cooling
4. Exhaust gas re-circulation ( EGR )
5. Lower optimum swirl level
6. Injection timing retardation
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Exhaust Gas Recirculation (EGR)
Intercooler
DIESEL ENGINE NOx EMISSION CONTROL
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1. FULL FLEDGED ELECTRONIC DIESEL CONTROL
2. SPLIT INJECTION3. MULTI-VALVE DESIGN (3 / 4 valves per cylinder)
4. IMPROVED SPECIFIC POWER (power/weight ratio)
5. IMPLEMENTATION OF HPCR (High Pressure Common Rail) INJECTION
6. ADVANCED CATALYTIC CONVERTER
(further reduction in sulphur content required)
8. NOx ADSORBERS / De-NOx CATALYST
9. PARTICULATE TRAPS
DIESEL ENGINE CO EMISSION CONTROL
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1. Combustion chamber optimisation
2. Reduced dead volumes
3. Higher air-fuel ratio / turbocharging
4. Swirl optimisation
5. Higher injection pressures
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DIESEL ENGINE HC EMISSION CONTROL
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Normal Low sacValve coveredorifice (VCO)
Hydro Euroded (HE) 'K' Factor HE, K
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FUEL INJECTION SYSEM
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Common Rail SystemInline FIP
Rotary FIP
TURBOCHARGER
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Variable Geometry Turbine (VGT)
TURBOCHARGER
Two Stage TC
Max.... OpenMax.... Open 3/4 Open3/4 Open ClosedClosed
DIESEL FUEL QUALITY INFLUENCE ON
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DIESEL FUEL QUALITY INFLUENCE ONEMISSIONS
Parameter Change Effect
Cetane No. Increase Reduction in CO andHC emissions andincrease in BSFC
Density Increase Smoke increases
AromaticContent
Increase(cetane No.reduces)
Increase in NOx, CO,HC and PM
SulphurContent
Increase SO 2 and PM increases
After-treatment
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Catalytic Converter
,N2
After treatment
After treatment
After-treatment
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DIESEL PARTICLE FILTER (DPF)
Porous layer (sinter metal fleece)Corrugatedmetal foilPlug Porous filter wall
CRT
te t eat e t
After treatment
After-treatment
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HC De-NOx
Fuel is injected downstream of catalyst which acts as a NOx redundant.Conversion efficiency 60%. Operating temperature window 200 deg C.
NOx Adsorber ( Lean NOx Trap )
Base metal Barium Alumina absorbs and stores NOx in lean burn
operation. Regeneration required to avoid deposition on catalystmaterial. Occasionally rich mixture is fed which converts adsorbedNitrate into N 2 .SCR
Urea in solid or aqueous form is used. In the presence of catalyst ureadecomposes to produce NH3, which reacts with NOx selectively. NH3reacts with NO and NO 2 converting to N 2 molecules and H 2O.
NOx Converters
After treatment
After-treatment
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SCR-LAYOUT
NOx sensor
Exhaust temp.-sensor
Dosing-valve
CompressorAir reservoirDosing systemUrea tankPressure regulator
Pressureregulator
Pump
DosingECU
Temperature-sensor
NO + NO2 + 2NH3 2N2 + 3H2O
EngineECU
CAN
CO2
H2O
N2 Urea level / quality sensor
After treatmentAfter-treatment
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SUMMARY
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SUMMARY
1. Every application of IC engines is under emission
legislation2. New / tighter emission norms and controls being
introduced on continuous basis
3. Robust technology is required to meet & sustain thelegislation requirements.
4. After-treatment technology an important contributor
5. Fuel quality improvement required6. Stricter production quality control
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Thank you