Method of Emission Control

Control of Emission from SI Engine

Modification in the engine design

Engine modification improve the emission quality
Parameters which improve an emission,

Combustion chamber configuration

Reducing surface/volume ratio can reduce quenching zone
and can reduce HC emission
HC emission can reduce by reducing dead space around
piston ring

Lower compression ratio

Reduces the quenching area and reduces HC emission
Lower compression ratio also reduces NOx emission due to
lower maximum temperature
❖ Lower compression ratio reduces thermal efficiency and
increases fuel consumption
 Control of Emission from SI Engine
Modification of the Engine Design

Induction system
The supply of designed A:F ratio mixture to multi-cylinder engine is always
difficult under all operating conditions of load and power.
Can be achieved by proper designed of induction system or using high
velocity all multi-chock cylinder

Ignition timing
Controls are designed to retard the spark timing during idling and
providing normal spark advance during acceleration
Controls the emission

Reduce valve timing overlap

Increased overlap carries fresh mixture with the exhaust and increase
emission
Avoided by reducing the valve overlap
Achieved by controlled scheduling of valve timing diagram
 Control of Emission from SI Engine

Modifying the fuel used

LPG and CNG can be used instead of gasoline as they produce less
pollution than petrol engine

Exhaust gas treatment

Exhaust gas oxidation:

Exhaust gas coming out of exhaust manifold are treated to
reduce HC and CO emissions.
 Control of Emission from SI Engine
Thermal convertor

HC and CO formed in the combustion chamber because of inadequate

O2 and time to burn are further burn by providing an air in a separate
box, known as after burner
Located very near to the exhaust manifold so that temperature of
exhaust should not fall
Oxidation of HC in the after burner depends on exhaust temperature
and mixing provided in the after burner
 Control of Emission from SI Engine
Exhaust manifold reactor
Further development of after burner
High temperature exhaust gases and secondary air are mixed
properly
Minimize the heat loss and to provide sufficient time for mixing of
exhaust and secondary air.
HC carries with exhaust gases combines with O2 and forms
non-objectionable gases
 Control of Emission from SI Engine
Exhaust manifold reactor

Disadvantages
❖ Complexity
❖ Low efficiency. Total oxidation never
achieved due to incomplete mixing and
insufficient residence time
❖ No action on NOX
 Control of Emission from SI Engine
Catalytic converter

A catalytic converter is a device used to reduce the toxicity of emissions

from an internal combustion engine.
Placed inside the tailpipe through which deadly exhaust gases containing
unburnt fuel, CO, NOx are emitted.
The function of the catalytic convertor is to convert these gases into CO2,
water, N2 and O2
Filled with catalytic materials
Catalytic materials promote the oxidation process at lower temperature
Air compressor is used to supply additional oxygen for complete
combustion
Catalyst helps CO and HC becomes non-poisonous CO2 and water vapor
and NOx is converted into CO2, nitrogen and water vapor
Platinum, palladium and rhodium are the catalytic elements using, which
are very expensive
Platinum and palladium acts on the HC and CO, while the rhodium affects
the NOx
Control of Emission from SI Engine
Container made of stainless steel mounted along the exhaust
manifold

Inside the container is porous ceramic structure through which

exhaust gas flows

Volume of the ceramic structure is generally 50% of the

displacement volume

Surface of ceramic passages contains small particle of catalytic

materials, helps for oxidation reaction in the exhaust gases

Alumina is commonly used as ceramic, because;

❖ Withstand high temperature
❖ Remains chemically neutral
❖ Low thermal expansion
❖ Doesn’t degrade with time
Control of Emission from SI Engine
 Control of Emission from SI Engine
Catalytic converter

Basic requirements;
Must have low volume heat capacity to reach the operating
temperature quickly
Good chemical stability to prevent any deterioration in performance
Physical durability with erosion resistance
High surface area of the catalyst for better reactions
Minimum pressure drop during the flow of exhaust gases through
the catalyst bed
Typical catalyst may have as much as 0.1 million m2 surface area
per Kg of materials
 Control of Emission from SI Engine
Type of converter for SI engine
Packed bed
Honeycomb

❖ The packed bed converter, the gas passes through the small pack sphere
whereas in honey-comb, the gas flows more effective

Packed sphere type converter

 Control of Emission from SI Engine

Ceramics honeycomb Stainless steel honeycomb

Honeycomb type converter

Control of Emission from SI Engine
 Control of Emission from SI Engine
❖ Catalytic converter reduces emission shortly after cold start
❖ During the first 30 seconds after a cold-engine start, automotive
catalysts allow hydrocarbons to pass unoxidized
❖ Catalyst become highly efficient when hot
 Control of Emission from SI Engine

Conversion efficiency for CO, HC and NO2 relative to exhaust gas

air fuel ratio
 Control of Emission from SI Engine

3-way catalytic converter

❖ Catalyst used in this converter contains a mixture of platinum and rhodium

acts on three pollutants when A:F mixture ratio is precisely controlled

❖ If the engine is operated at stoichiometric A:F ratio, is very effective

❖ Consists of three parts;

Core
Wash coat
Catalyst

❖ The core is often a ceramic honeycomb in modern catalytic converters.

❖ The wash coat, when added to the core, forms a rough, irregular surface, that
surface area is utilized for catalyst reaction.
The catalyst (Platinum) itself is most often a mix of precious metals.
Palladium (oxidation catalyst) and rhodium (reduction catalyst) are two
other precious metals used
Precious metals, Pt and Pd, were excellent oxidation catalysts. Base
metals, such as Cu, Cr, Ni and Mn, were less active but substantially
cheaper.
Control of Emission from SI Engine
 Control of Emission from SI Engine
❖ The base metal oxides would require larger reactor volumes. This would be
a problem in the engine exhaust underfloor piping where space is at a
premium.

❖ The base metal oxides are very susceptible to sulfur poisoning. Therefore,
the first-generation oxidation catalysts were a combination of Pt and Pd and
operated in the temperature range of 250~600℃, with space velocities
varying during vehicle operation from 10,000 to 100,000 h-1, depending on
the engine size and mode of driving cycle (i.e., idle, cruise, or acceleration).

❖ Typical catalyst compositions were Pt and Pd in a 2.5:1 or 5:1 ratio ranging

from 0.05 to 0.1 troy oz/car (one troy oz is ~31g).

❖ The oxidation catalyst was negatively affected by the exhaust impurities of

sulfur oxides and tetraethyl lead from the octane booster, both present in the
gasoline, and phosphorus and zinc from engine lubricating oil.
 Control of Emission from SI Engine

3-way catalytic converter

Working of Catalytic Converter
In chemistry, a catalyst is a substance that causes or accelerates a
chemical reaction without itself being affected.

In the catalytic converter, there are two different types of catalyst at work,
a reduction catalyst and an oxidation catalyst.

Both types consist of a ceramic structure coated with a metal.

Catalyst, usually platinum, rhodium and palladium.

Thus, converter has three tasks:

Reduction of nitrogen oxides to nitrogen and oxygen:
2NOx → NO2 + N2
Oxidation of carbon monoxide to carbon dioxide:
2CO + O2 → 2CO2
Oxidation of unburnt hydrocarbons (HC) to carbon dioxide and water:
2CxHy + (2x+y/2)O2 → 2xCO2 + yH2O
 Control of Emission from SI Engine
Total emission control package

Thermal reactor package

Chamber which is designed to provide sufficient residence time to allow

oxidation of CO and HC.
 Control of Emission from SI Engine
Total emission control package
Catalytic Converter Package

Oxidation of HC and CO takes place at normal exhaust gas temperature,

reducing the loss of fuel which is necessary to increase the exhaust
temperature
However, catalytic reduction of NOx is not independent of engine
operation as is catalytic oxidation of CO and HC.
Catalytic reduction of NOx requires reducing atmosphere that means rich
mixture operation and hence loss of fuel
 NOx – Emission Control

❖ NOx is related peak cycle temperature

❖ NOx is a generic term for mono-nitrogen oxides (NO and NO2 ).
❖ NOx formation depends upon temperature (i.e. 2000k).
❖ Control method
✔ Catalyst
✔ Water injection
✔ Exhaust gas recirculation
 Exhaust Gas Recirculation

❖ Exhaust Gas Recirculation is an efficient method to reduce NOx emissions

from the engine.
It works by recirculating a quantity of exhaust gas back to the engine
cylinders.
Intermixing the recirculated gas with incoming air reduces the amount
of available O2 to the combustion and lowers the peak temperature of
combustion.
Recirculation is usually achieved by piping a route from the exhaust
manifold to the intake manifold.
A control valve within the circuit regulates and times the gas flow.

There are 3 basic parts of EGR

EGR Valve
EGR Cooler
EGR Transfer Pipe
Exhaust Gas Recirculation
 Exhaust Gas Recirculation
❖ The purpose of the EGR system is to precisely regulate the flow under
different operating conditions.

❖ By integrating the fuel and spark control with the EGR metering
system, engine performance and the fuel economy can be enhanced

❖ For this an ECM (Electronic Control Machine) is used to regulate the

EGR flow. When EGR is required ECM opens the EGR valve.

❖ The ECM is capable of neutralizing the negative aspects of EGR by

programming additional spark advance and decreased fuel injection
duration during periods EGR flow
Exhaust Gas Recirculation
 Exhaust Gas Recirculation
❖ Relationship between EGR rate and NOX
 Exhaust Gas Recirculation

HC and NOx concentration as a Relation of PM accumulation rate

function of And NOx emission with EGR
EGR Level
 Exhaust Gas Recirculation
Drawback
Combustion Contamination
❖ Exhaust gas from any combustion process may have certain contaminants
❖ May lead to serious combustion degradation and instability, and shorter
component life.

Control System Stability

❖ Control systems for modern engines have been developed over two decades
to maintain emissions control at varying loads, speeds, and fuel conditions.
❖ Adding EGR into the combustion process introduces further complexity that
must be carefully integrated into the entire engine control system approach for
successful operation over a wide range of conditions.

Materials and Durability

❖ EGR systems may decrease long-term life of the components affected,
including the EGR coolers and control valves, the pistons and cylinder heads,
exhaust manifolds and sensors

❖ Continuous duty applications may cause materials breakdown, shorter

component life, and even unexpected, catastrophic engine failures.
Evaporation Emission Control Device (EVAP)
❖ Purpose of this device is to collect all evaporative emissions and
recirculating them at a proper time
❖ Consists of an absorbent chamber, pressure balancing valve and purge
control
❖ Absorbent chamber contains charcoal which can hold the hydrocarbon
vapor before escaping to atmosphere
❖ The fuel tank and carburetor float, which are main sources of HC emission in
form of vapor are directly connected to absorbent chamber when the engine
is turned off i.e. under hot soak condition, causes petrol to boil from
carburetor float and large amount of petrol vapors comes out
❖ All these vapors are absorbed in the absorber chamber
❖ When the absorber bed becomes saturated, the air coming out from the air
cleaner is passed through the absorber bed and the air-with vapor are
passed to the inlet manifold through the purge valve
❖ Operation of the purge control valve is controlled by the exhaust back
pressure
 Crankcase emission control

❖ Control by recirculation of vapors back to the inlet manifold

❖ Gases escaping past the piston and entering into the crankcase are
returned back to the inlet manifold and then to the engine
❖ HC from the crankcase is taken back into the intake manifold during the
expansion stroke as back side of the piston compresses the crank case
gases
 Positive Crankcase Ventilation (PCV)
❖ Positive Crankcase Ventilation is a system that was developed to remove harmful
vapors from the engine and to prevent those vapors from being expelled into the
atmosphere. The PCV system does this by using manifold vacuum to draw vapors
from the crankcase into the intake manifold. Vapor is then carried with the fuel/air
mixture into the combustion chambers where it is burned. The flow or circulation
within the system is controlled by the PCV Valve. The PCV Valve is effective as
both a crankcase ventilation system and as a pollution control device.
 Air Injection System
❖ Forces fresh air into the exhaust ports or catalytic converter to reduce
HC/CO.

❖ Oxygen from the air injection system causes the unburned fuel to burn
in the exhaust system or the catalytic converter.
 Air Injection System
❖ Air Injection Pump is belt driven and forces air at low pressure into the system
 Crankcase emission control
❖ Air Distribution manifold is used to direct a stream of air toward each engine
exhaust valve.
Crankcase emission control
 Diesel Engine Emission Control

Diesel Engine Emission Control

Diesel engine emissions:
❖ PM (Particle Matter)
❖ NOx (Nitrogen Oxides)
❖ CO (Carbon Monoxide)
❖ HC (Hydrocarbons)
 Diesel Engine Emission Control

PM Control Technologies
❖ Diesel Particulate Filter
technology
❖ Advanced DPF technology
❖ Active Regeneration Filter
Technology
❖ Partial Filter technology
NOx Control Technologies
 Diesel Engine Emission Control
Diesel Particulate Filter

❖ Filters designed to remove PM from the engine exhaust by collection on a

filter element

❖ A wall flow DPF is the most common type, consisting of large number of
channel, with alternate ends of the channel matrix plugged. This forces the
exhaust gas through the side walls of the channels

❖ Particulate Filter for >90% PM Removal

❖ CO/HC/PM Emission Control System combining Oxidation Catalyst & Filter

❖ Engineered as a totally passive emission control system which requires no

supplemental heat

❖ Uses NO2 produced by a specially formulated catalyst to burn soot collected

by the filter at typical operating temperatures of diesel engine exhaust

❖ Requires the use of Ultra Low Sulfur fuel (< 50 ppm S) for maximum
emission reduction and filter regeneration
 Diesel Engine Emission Control

❖ Wall flow filter becomes plugged with particulate materials in a short time, It
is necessary to regenerate its filtration properties by burning of the collected
particles on a regular basis,
Method to achieve regeneration;
❖ An electrical heating of the trap either on or off the vehicle
❖ Incorporating a catalytic coating on the filter to lower the temperature at
which particle burn so that it is in the diesel exhaust temperature range
❖ Using very small quantities of fuel burn catalyst, such as ceria,. The
catalyst allows the particle to burn at normal exhaust temperature to
form CO2 and water, while the solid residues of the catalyst are retained
on the filter. Burning of the exhaust PM does not normally occur until
above diesel exhaust temperature.
❖ Incorporating an oxidation catalyst upstream of the filter that, as well as
operating as a conventional oxidation catalyst, also increases the ratio of
NO2 to NO in the exhaust. Trapped particles burn off at normal exhaust
temperatures using the powerful oxidative properties of NO2.
Diesel Engine Emission Control
Diesel Engine Emission Control

Magnesium Iron Aluminium Cyclosilicate

 Diesel Engine Emission Control
Performance required for DPF
Four basic requirements which the filter must meet are:
❖ Adequate filtration efficiency to satisfy particulate emissions legislation;
❖ Low pressure drop to minimize fuel penalty and conserve engine power
(10 g/l loading allowed)
❖ High thermal shock resistance to ensure filter integrity during soot
regeneration;
❖ High surface area per unit volume for compact packaging
 Diesel Engine Emission Control

Nox Control Technologies

❖Selective Catalytic Reduction

 Diesel Engine Emission Control
Selective Catalytic Reduction (SCR)
❖ Selective Catalytic Reduction (SCR) control NOx using ammonia, derived
from urea as the reductant.
❖ Urea in solid or aqueous form is used. In the presence of catalyst urea
decomposes to produce NH3.
❖ Here ammonia reacts with NOx selectively on a catalyst, such as V2O5,
TiO2, under oxygen rich exhaust gas
Urea/water solution reacts at > 200 °C to form NH3 and CO2
NH3 reduces NO and NO2 to N2
NOx reduction > 80 % possible.
Fuel with S up to 500 ppm can be used.
Diesel Engine Emission Control
Diesel Engine Emission Control
Diesel Engine Emission Control
 Diesel Engine Emission Control

SCR Technology
❖ An NH3 slip control catalyst is also used at the end of the SCR
catalyst system to oxidize any NH3 that is not used during the reaction
❖ Many of the SCR-DPF systems are configured in the linear design
❖ The SCR catalyst is followed by an ammonia slip catalyst also coated
on ceramic substrates.
❖ The size of the SCR catalyst is based on the engine exhaust flow
rates.
❖ Typically the volume of catalyst is 1.5 to 2 times the engine
displacement
❖ Within the Compact design, passes through the CR-DPF system, and
is then turned through 1800 and flows through the SCR catalysts,
which are coated onto metallic, annular substrates, fitted around the
CR-DPF system
❖ This presents a wider but much shorter packaging envelope for the
combined system. It is necessary that it should meet space constraints
of the vehicle
 Diesel Engine Emission Control

UREA DOSING AND INJECTION SYSTEM

❖Urea dosing and injection system are different but contain similar
function
❖A metered amount of urea is delivered in to pressurized air streams
❖The air and urea mixture is then transported to a nozzle that atomizes
and distributes the urea in the exhaust flow
❖The mechanical functions of the system consist of air pressure
regulation, pumping urea from the tank to the dosing system and
metering the urea into the airflow.
❖The amount of urea to be injected is calculated from input signals
received from the following;
Engine Out NOx (Conc.) Sensor
Engine Parameters via installed sensors or CAN J-1939 data
bus
Exhaust gas temperatures at CRDPF inlet, SCR inlet and SCR
outlet
Urea Temperature
Urea and Air system pressure
 Diesel Engine Emission Control

Practical problems with SNCR are results of:

❖Non-uniform temperature distribution at the injection level of NH3,
❖Too short residence time.
❖Not good mixing because of:
NOx concentration is not uniform and not stable at the
injection level
Mixing system does not follow the changes of flow with
changes of load.
 Diesel Engine Emission Control

SCR disadvantages:-
❖High cost of investment dependent on NOx reduction level,
❖High operational cost ,
❖Risk of ammonia slip,
❖Catalyst life time,
❖Storage of used catalysts.
Diesel Engine Emission Control
 Diesel Engine Emission Control

Component in the urea dosing system

❖ The information is used along with application specific data entered into the
ECU to calculate the amount of urea needed to get the maximum possible
Nox reduction, under that operating conditions.
❖ A NOx sensor is installed in the exhaust pipe at the outlet of the
turbocharger
❖ The retrofit system ECU uses an algorithm that calculates the amount of
urea needed based on the engine outlet Nox reading and the exhaust flow
of the engine
❖ The ECU then sends a signal to the urea dosing manifold to deliver the
required amount of urea to the SCR catalyst
❖ The components of the urea injection system consists of a urea pump, an air
regulator and a dosing manifold. Urea is pumped from the tank to the urea
dosing manifold via a 24 volt accumulator pump capable of delivering up to
157 ml/min of urea.
❖ An air regulator is used to deliver dosing manifold
❖ Either the test cell or the vehicle air is used to supply this air to the regulator
❖ The air regulator is specific to the system
Diesel Engine Emission Control
 Closed Loop Engine Control System

❖ The closed loop emission control system precisely controls the air/fuel ratio
near the optimum mixture and allows the use of the 3-way catalyst to
reduce the oxides of nitrogen and oxidize hydrocarbons and carbon
monoxide.

❖ It controls converter feed gas contents by keeping the A/F mixture

modulated around ideal ratio.

❖ The essential components of the closed loop system are the coolant
temperature sensor, oxygen sensor, electronic control module (ECM),
feedback carburetor, 3-way catalytic converter, idle and WOT switches
(1988 Pick-Up), idle switch and MAP sensor (1989 and 1990 Amigo and
Pick-Up), duty solenoid, fuel cut solenoid (Amigo and Pick-Up).
Closed Loop Engine Control System
 Closed Loop Engine Control System

❖ The heart of the emissions control system is the closed loop fuel
feedback control system. It is responsible for controlling the content of
the catalytic converter feed gas and ultimately determines how much
HC, CO and Nox leaves the tail pipe. The closed loop control system
works primarily during idle and cruise operations and makes
adjustments to injection duration based on signals from the exhaust
oxygen sensors.

❖ During closed loop operation, the ECM keeps the air/fuel mixture
modulated around the ideal 17:7 to 1 A/F ratio. By precisely controlling
fuel delivery, the oxygen content of the exhaust stream is held within a
narrow range that supports efficient operation of the three-way
catalytic converter. However, if the A/F ratio begins to deviate from its
preprogrammed swings, catalyst efficiency falls dramatically, especially
the reduction of Nox.
 Closed Loop Engine Control System
Closed loop operation
❖ When the ECM has determined conditions suitable for entering
closed loop operation (based on many sensors values), it uses
the oxygen sensors signal to determine the exact concentration
of oxygen in the exhaust stream. From this signal, the ECM
determines whether the mixture is richer or leaner than the
ideal air/fuel ratio.
If the oxygen sensors signal is above 0.45 volt, the ECM
determines that the A/F mixture is richer than the ideal and
decreases the injection duration.
If the oxygen sensors signal is below 0.45 volt, the ECM
determines that the A/F mixture is leaner than the ideal and
increases the injection duration.
❖ During normal closed loop operation, the oxygen sensor signal
switches rapidly between these two conditions take place each
time the signal switches above and below the 0.45 threshold
voltage.
Closed Loop Engine Control System
 Closed Loop Engine Control System

Closed loop operation

❖ Closed loop control works on the premise of the command changing the
condition and can be summarized as follows;

O2S indicates rich = ECM commands leaner injection duration

O2S indicates lean = ECM commands richer injection duration

❖ In short, the oxygen sensor inform the ECM of needed adjustments to

injector duration based on exhaust conditions. After adjustments are made,
the oxygen sensor monitors the correction accuracy and informs the ECM
of additional adjustments. This monitor command cycle occurs
continuously during closed loop operation in an effort to keep the A/F
mixture modulated around the ideal ratio.
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