SEMINAR REPORT
ON
TITLE OF THE SEMINAR REPORT
Department of Mechanical
Engineering
1
I hereby declare that the Seminar Report entitled Vehicular Pollution Control is an authentic
record of my own work as requirements for the award of degree of B.Tech. (Mechanical
Engineering), MANIPAL UNIVERSITY, Jaipur, Rajasthan.
(Signature of student)
(Name of Student)
(University Roll No.)
Date: ____________________
Certified that the above statement made by the student is correct to the best of our knowledge
and belief.
Seminar Coordinators
Head of Department
(Signature and Seal)
1._____________________
2.______________________
ACKNOWLEDGEMENT
I wish to express my sincere gratitude to Dr Ram Adhar Dubey
and Dr A.K Sharma for providing me opportunity to prepare my
seminar Report at Manipal University Jaipur.
I also thank the H.O.D of our mechanical department at Manipal
University Jaipur Dr Anand Pandey for providing me the
opportunity to embark this subject.
Table Of Contents
1. Cover Pages 1-2
2. Acknowledgement.. 3
3. Introduction 5
4. Causes of vehicular emissions 6
5. Formation of photochemical Smog.. 8
6. Emissions from gasoline vehicles.. 9
7. Emissions from Diesel vehicles.. 10
8. Indian Government ways to reduce
pollution. 12
9. Economics of Vehicular Pollution
Controll12
10. Classification of automobile
emissions.. 13
11. Crank Case emissions... 14
12. Evaporative Emissions.. 24
13. Exhaust emissions.. 28
14. Devives to control emissions.. 28
15. Thremal Converters... 28
16. Catalytic Converters... 29
17. Exhaust-Filtering Tube... 38
18. Particulate Reduction Techniques. 39
19. NOx Reduction Techniques 40
20. Evaporative Emission Control40
4
INTRODUCTION
Human activities generate three broad sources of air pollution: stationary or point, mobile, and
indoor. In developing countries especially in the rural area, indoor air pollution from using open
fires for cooking and heating may be a serious problem. Industries, power plants etc. are the
cause of stationary air pollution. But in urban areas both developing and developed countries, it
is predominantly mobile or vehicular pollution that contributes to overall air quality problem. In
Delhi, the data shows that of the total 3,000 metric tonnes of pollutants1 belched out everyday,
close to two-third (66%) is from vehicles. Similarly, the contribution of vehicles to urban air
pollution is 52% in Bombay and close to one-third in Calcutta.2 Katz (1994) has estimated that
in Santiago, Chile, wherever pollution concentration exceeds ambient standards, mobile sources
or vehicles are the cause. Similarly, in case of Budapest, Hungary, transport is the dominant
source of emissions except sulphur dioxide (SO2), contributing 57% of Oxides of Nitrogen
(NOx), 80% of lead (Pb), 81% of carbon monoxide (CO) and 75% of hydrocarbon (HC)
emissions (Lehoczki, 2000). A number of countries have targeted vehicles and associated sectors
(such as, fuel) to curb the menace. Notable successful initiatives are: conversion of public
transport from diesel to CNG in Delhi, switching of Vikrams (tuk-tuks) from diesel to electricity
in Kathmandu valley, shifting from leaded to unleaded gasoline in many countries etc. Still the
pollution problem in urban cities may continue to loom large due to ever-burgeoning vehicular
population, which is outpacing any such measure and road network development. Following data
gives a glimpse of such skewed growth. Against 1.9 million vehicular population in 1990 in
6
Delhi, it rose to nearly 3.6 million in the year 2001 (i.e., an increase of nearly 87%). During the
same period, Delhis population has increased by only 43% (from 9.5 million to 13.8 million)
and road-length by merely 14% (from 22,000 Km to 25,000 Km) respectively. Situation is
similar across a number of cities in India and the developing world. This indicates the exigency
of controlling vehicular pollution. The worst thing about vehicular pollution is that it cannot be
avoided as the emissions are emitted at the near-ground level where we breathe.
Pollution from vehicles gets reflected in increased mortality and morbidity and is revealed
through symptoms like cough, headache, nausea, irritation of eyes, various bronchial problems
and visibility. The pollution from 1 vehicles are due to discharges like CO, unburned HC, Pb
compounds, NOx, soot, suspended particulate matter (SPM) and aldehydes, among others,
mainly from the tail pipes. A recent study reports that in Delhi one out of every 10 school
children suffers from asthma that is worsening due to vehicular pollution.3 Similarly, two of the
three most important health related problems in Bangkok are caused by air pollution and lead
contamination, both of which are contributed greatly by motor vehicles.4 Situation is same in a
number of other mega-cities across the globe be it Mexico City, Sao Paulo and Santiago in
Latin America or Bangkok, Jakarta, Manila, Dhaka in Asia or Ibadan and Lagos in Africa or in
cities of Eastern Europe, the erstwhile USSR and the Middle East. According to the World
Health Organisation (WHO), 4 to 8% of deaths that occur annually in the world are related to air
pollution and of its constituents, the WHO has identified SPM as the most sinister in terms of its
effect on health. The SPM is not homogeneous. It has a number of constituents. As a result, it is
measured and characterised in various ways: (i) TSP (Total suspended particulates) with particle
diameters < 50-100 m is the fraction sampled with high-volume samplers. (ii) PM : Inhalable
particles having a diameter
VEHICULAR
EMISSIONS
AIR
POLLUTION
CAUSES
OF
Vehicular pollution sources are not homogenous, as there is a complete range of technological
mix. The mix could be in terms of fuel used gasoline or diesel or natural gas; or engine type
2-stroke or 4-stroke and/or a combination of these.
Cars and trucks produce air pollution throughout their life, including pollution emitted during
vehicle operation, refueling, manufacturing, and disposal. Additional emissions are associated
with the refining and distribution of vehicle fuel.
Air pollution from cars and trucks is split into primary and secondary pollution. Primary
pollution is emitted directly into the atmosphere; secondary pollution results from chemical
reactions between pollutants in the atmosphere. The following are the major pollutants from
motor vehicles:
dioxide, that contribute to global climate change. In fact, cars and trucks account for over onefifth of the United States' total global warming pollution; transportation, which includes freight,
trains, and airplanes, accounts for around thirty percent of all heat-trapping gas emissions.
Well, it is, but only at levels high above the surface. When ozone is near humans, it can cause
serious problems with our lungs and vision. Peroxyacetyl nitrate is one of the chemicals that is
responsible for damaging lung tissue, and photochemical smog forms plenty of it.
Source
Amount of Emissions %
4 stroke
Crankase blowby
20
Remarks
2 stroke
0
10
Carburreted
air-fuel
mixture & combustion
fuel under pressure
escape
combustion
chamber past engine
Evaporative Emissions
20
Exhaust Emissions
60
97
The incomplete combustion of gasoline due to an imbalance in the air-fuel ratio leads to
emissions of CO and HC especially from 2-stroke engines. The Nox, however, are formed due to
high combustion temperature and availability of oxygen and nitrogen in the combustion
chamber, whereas aldehydes result from the partial oxidation of HC. In cities, majority of the 3
pollution is emitted by vehicles consuming gasoline especially 2 and 3-wheelers, having
predominantly 2-stroke engine. The 2-stroke 2- and 3-wheelers require 2 T oil for lubrication of
engine, which is carried out through either premixing mode or oil injection system. In either case
it is a total loss system, as the oil is burnt along with the fuel. Since the burning quality of
mineral based lubricating oil is very poor vis--vis gasoline, major fraction of it that enters the
engine either remains unburned or burns only partially. This unburned and partially burned oil
comes through the exhaust and is responsible for smoke and SPM emission. The studies indicate
that 2-stroke engines exhaust contains almost 15-25% of unburned fuel (Pundir, 2001). In actual
practice, the 2-stroke vehicles require 2% concentration of 2 T oil i.e., 20 ml in a litre of petrol
and even a modest 1% increase of oil, may lead to 15% increase in SPM besides visible smoke
(CPCB, 1999). In most growing cities Delhi, Kathmandu, Chennai, Dhaka, Pune etc.
gasoline or petrol driven vehicles comprise over 80% of the total vehicles registered. This
implies controlling pollution from them can have significant pay-offs.
vehicular air pollution, consists of irregular shaped agglomerated fine soot/particulates, the
formation of which depends on injector nozzle parameter and type of combustion chamber
(direct or indirect injection). Black smoke is a particular problem with diesel engines that are not
well tuned, which is often the case in the developing world.
Pollution Parameter
CO
Diesel
2.4 g/km
g/km
CNG
0.4 g/km
0.012g/km
% Reduction
84
NOx
HC
21 g/km
0.38
8.9 gm/km
58
97
Diesel with sulphur content of 10 ppm (also called as clean diesel) is environmentally viable
only when it is combined with other technology such as the state of the art exhaust 5 treatment
12
devices like continuously regenerating particulate traps (CRTs). Incidentally the devices are also
highly maintenance intensive. Apart from the fact that CNG does not contain polyaromatic
hydrocarbons (PAHs), airborne toxins and SO2, CNG run vehicles have more quiet operation,
less vibrations and odour than equivalent diesel engines. However, high vehicle cost, shorter
driving range, heavy fuel tank, expensive distribution and storage network and potential
performance and operational problems compared to liquid fuels are some of the drawbacks of
using CNG vehicle.
The choice and selection of policy instruments to curb pollution in mega cities can be dictated by
three main objectives: a) fewer vehicle kilometres to be travelled; b) less fuel used per kilometre
travelled; and c) less emission per unit of fuel used (World Bank, 2001a: 3). The first objective
i.e., aiming to reduce vehicle kilometres can be realised by means such as, giving priority to
public transport through special lanes, parking provisions etc.; discouraging private transport
through high congestion parking, adopting day-of-the-week strategy etc. The second objective,
where the aim is that less fuel is consumed for each kilometre travelled can be actualised by
introducing fuel economy standards, inducing lane driving or by installing timers at different
intersections. The fulfilment of third objective requires improvement in fuel characteristics,
engine specification, shift from polluting fuel to clean fuel etc. For each objective, there exists
three categories of instruments technological (requiring technical solution to the pollution
problem); administrative (primarily regulation based); and economic or MB instruments (using
market mechanism to change the behaviour). Table 5 gives a synoptic view of different
categories of instruments for each objective. Depending on the objective in mind, the policy
makers can choose a policy instrument.
Exhaust emissions
Crank case emissions
Evaporative emission
14
i.
Ventilation of the crankcase is necessary to remove these vapours and gases. After
studying
various possibilities of ventilating the engine crankcase, car makers initially
adapted
the
road
draft tube (Fig. 17.4). This is simply a tube connected to
the
engine
crankcase
for
release
of
vapours
into
air.
Fresh
air
enters
into
the
crankcase
and
mixes
with
the
vapours
to
ventilate
the
crankcase.
When
the
car
moves,
a vacuum is developed by the airflow past the road draft
tube.
This
vacuum
draws
the
crankcase
vapour
out
into
the
atmosphere.
However,
the
road
draft
tube
has
three
major
shortcomings.
(i) To work better it requires a pressure difference between the oil filter cap and
the draft tube. This pressure difference depends on car movement. When the car
speed is less than about 40 kmph, enough vacuum is not available to remove the
vapours from the crankcase.
Fig.
17.4.
Road
draft
tube
ventilation.
(ii) It allows the crankcase vapours to directly pass into the atmosphere causing
further
pollution.
(Hi) At higher vehicle speeds, not only crankcase ventilation accelerates but also
engine oil consumption increases because oil droplets are drawn out through the
road draft tube.
16
Positive crankcase ventilation was first introduced on 1961 California cars and were installed in
a large scale nationwide on 1963 models. Open PCV systems only partly control crankcase
emissions, because manifold vacuum decreases considerably under heavy load or acceleration.
This causes the crankcase pressures to build up, so that some of the vapours are forced into the
atmosphere through the vented oil filler cap. If the system becomes clogged, crankcase vapours
also pass through the vented cap into the air. However open PCV systems promote longer engine
life by removing most harmful vapours from the crankcase, and reduce the amount of crankcase
vapours, which pollute the air in comparison to draft tube ventilation. Open crankcase ventilation
systems can be divided into three types.
Type I System. In this system, a hose connects the crankcase to the intake manifold (Fig. 17.5).
When the engine is running, fresh air is drawn into the crankcase through the vented oil filler
cap. This air mixes with the crankcase vapours, travels to the intake manifold, and is drawn into
the engine cylinders. A PCV valve (Fig. 17.6) regulates airflow from the crankcase. The value
has a spring-operated plunger that responds to spring force and manifold vacuum to regulate the
air flow.
17
Fig. 17.8. At engine cruising speed, the Type II PCV valve is opened by crank case
pressure.
18
Fig. 17.9. Type III open PCV system has no PCV valve.
Type III System. In the Type III system, the crankcase is connected to the air cleaner by a hose
(Fig. 17.9). A slight suction in the air cleaner draws vapours from the crankcase. Fresh
air enters through the oil filler cap, mixes with the crankcase vapours, and is drawn to the air
cleaner. From the air cleaner, the vapours are then drawn through the carburettor into the
cylinders. Control valve is not necessary in this system.
This system tends to richen the air-fuel mixture, because blow by reaches the carburettor before
the mixture is vaporised. Carburettors used with a Type III system must be adjusted to account
for this richer mixture. Some cars also use a sealed Type III system in which the oil filler cap
has no venting hole.
17.5.4.
19
20
Fig. 17.12. PCV Air filter. A. Located in the air cleaner housing. B. Located in the
oil filter cap.
Fig. 17.13. Closed PCV system operation. A. Under normal conditions. B. Under
heavy load.
21
Under normal operating conditions, fresh air from the air cleaner passes through the inlet hose to
the crankcase (Fig. 17.13A). The fresh air mixes with the crankcase vapours, and passes through
a PCV valve prior to being drawn into the intake manifold. Vapours that back up under certain
conditions cannot escape from the closed crankcase ventilation system. If manifold vacuum
drops, or if the system becomes clogged, extra crankcase vapours reverse their direction. Instead
of passing into the atmosphere, these excess vapours from the engine flow back to the air cleaner
(Fig. 17.13B) in the closed system. The vapours in the air cleaner mix with incoming air and pass
through the carburettor to the combustion chamber for burning. This allows the closed system to
be almost 100 percent effective in controlling crankcase emissions.
Closed PVC system offers the following three advantages :
(i) It improves engine life by removing harmful vapours from the crankcase.
(ii) It eliminates crankcase vapours that cause air pollution.
iiii) It increases fuel economy by recirculating all unburned blow by back to the intake manifold.
17.5.5.
Connecting Hoses.
The closed PCV system uses two connecting hoses (Fig. 17.14). Fresh air flows from the air
cleaner to the engine through the air inlet hose. Crankcase vapours flow from the engine to the
intake manifold through the manifold vacuum hose. PCV hoses are made of special materials
that are not contaminated with oil vapours. Heater hose should not be used as a substitute.
22
PCV Valve.
This is a one-way valve having a spring-operated plunger (Fig. 17.15), to control flow rate.
Spring force, crankcase pressure, and manifold vacuum together regulate the flow. Flow rate
through the valve is set for a particular engine, and hence should not be used in an another
engine. This setting is obtained by the size of the plunger and the holes inside the valve. PCV
valves are usually installed either in the valve cover (Fig. 17.14) or in the intake manifold (Fig.
17.16).
When manifold vacuum is high, the PCV valve balances air-fuel mixture ratio by regulating the
airflow (Fig. 17.17A). It also restricts high intake manifold vacuum only to prevent oil pulling
out of the crankcase into the intake manifold. The PCV valve controls the airflow through the
crankcase under all operating conditions and speeds. Under high speed or heavy loads, the valve
23
ii.
Evaporative emissions:
It has been estimated that an average Indian passenger car would emit about 20kg
of hydrocarbons through evaporation annually. It might also be dealt with by
changing the properties of gasoline such as reducing the volatility of fuel and
replacing the C4 and C5 olefinic hydrocarbon in the fuel with the less reactive C4
and C5 paraffinic hydrocarbons. Mechanical methods can also be used to control
evaporative emissions. The exhaust gas pollutants comprise of hydrocarbons,
carbon monoxide, nitrogen oxides and lead compounds.
There are two sources of evaporative emissions viz., the fuel tank and the
carburettor. The principal factors governing tank emissions are:
Fuel volatility Ambient temperature
Design better fuel tanks and fuel channels
The Evaporative Emission Control System (EVAP) is used to prevent gasoline vapors from
escaping into the atmosphere from the fuel tank and fuel system.
The EVAP system usually requires no maintenance, but faults can turn on the Check Engine light
and prevent a vehicle from passing an OBD II plug-in emissions test.
The OBD II EVAP monitor on 1996 and newer vehicles runs diagnostic self-checks to detect fuel
vapor leaks, and if it finds any (including a loose or missing gas cap), it will set a fault code and
turn on the Check Engine light. However, the EVAP monitor only runs under certain operating
conditions. This may create a problem for the vehicle owner if his vehicle must be given an OBD
II plug-in emissions test and the monitor has not completed.
24
Common problems with the EVAP system include faults with the purge valve that vents fuel
vapors to the engine, leaks in vent and vacuum hoses, and loose, ill-fitting or missing gas caps.
The most common fault code is P0440, which indicates a large leak (often a loose gas cap).
EVAP Purge valve codes (P0443 to P0449) are also common).
The code you dont want to see is a P0442. This indicates the system has detected a SMALL
leak, but small leaks can often be a BIG problem to find. By small, we mean a leak no larger than
a pin prick! Such small leaks are virtually impossible to find visually, so a special tester called a
smoke machine is usually necessary to reveal the leak. The smoke machine feeds a mineral-oil
based vapor into the EVAP system under light pressure (no more than a few pounds per square
inch). The smoke may also contain an ultraviolet dye to make it easier to see under UV light.
Fixing EVAP codes can be a challenge, even for professional technicians. And if you have a
P0442 small leak code, youll probably have to take your car to a repair shop that has a smoke
machine.
WHY EVAP?
The EPA requires EVAP systems on cars because gasoline fuel vapors contain a variety of
different hydrocarbons (HC). The lighter elements in gasoline evaporate easily, especially in
warm weather. These include aldehydes, aromatics, olefins, and higher paraffins. These
substances react with air and sunlight (called a photochemical reaction) to form smog. Aldehydes
are
often called instant smog because they can form smog without undergoing photochemical
changes.
The bad thing about fuel vapors is that fuel evaporates any time there is fuel in the tank. That
means if the fuel system is unsealed or open to the atmosphere, it can pollute 24 hours a day even
if the vehicle is not being driven. Uncontrolled evaporative emissions like this can account for as
much as 20 percent of the pollution produced by a motor vehicle.
25
The EVAP system totally eliminates fuel vapors as a source of air pollution by sealing off the
fuel system from the atmosphere. Vent lines from the fuel tank and carburetor bowl route vapors
to the EVAP storage canister, where they are trapped and stored until the engine is started. When
the engine is warm and the vehicle is going down the road, the PCM then opens a purge valve
allowing the vapors to be siphoned from the storage canister into the intake manifold. The fuel
vapors are hen burned in the engine.
Evaporative emission controls were first required on cars sold in California in 1970. EVAP has
been used on all cars and light trucks since the early 1970s.
HOW THE EVAPORATIVE EMISSION CONTROL SYSTEM WORKS
Sealing the fuel tank is not as simple as it sounds. For one thing, a fuel tank must have some type
of venting so air can enter to replace fuel as the fuel is sucked up the fuel pump and sent to the
engine. If the tank were sealed tight, the fuel pump would soon create enough negative suction
pressure inside the tank to collapse the tank. On older EVAP systems, the tank is vented by a
spring-loaded valve inside the gas cap. On newer vehicles, it is vented through the EVAP
canister.
EVAP SYSTEM COMPONENTS
The major components of the evaporative emission control system include:
Fuel tank, which has some expansion space at the top so fuel can expand on a hot day
without overflowing or forcing the EVAP system to leak.
Gas cap, which usually contains some type of pressure/vacuum relief valve for venting on
older vehicles (pre-OBD II), but is sealed completely (no vents) on newer vehicles (1996 &
newer). NOTE: If you are replacing a gas cap, it MUST be the same type as the original (vented
or nonvented).
Liquid-Vapor Separator, located on top of the fuel tank or part of the expansion oerflow
tank. This device prevents liquid gasoline from entering the vent line to the EVAP canister. You
do not want liquid gasoline going directly to the EVAP canister because it would quickly
overload the canister's ability to store fuel vapors. The liquid-vapor separator is relatively
trouble-free. The only problems that can develop are if the liquid return becomes plugged with
debris such as rust or scale from inside the fuel tank; if the main vent line becomes blocked or
crimped; or if a vent line develops an external leak due to rust, corrosion, or metal fatigue from
vibration.
Some liquid-vapor separators use a slightly different approach to keeping liquid fuel out of the
canister vent line. A float and needle assembly is mounted inside the separator. If liquid enters
the unit, the float rises and seats the needle valve to close the tank vent.
Another approach sometimes used is a foam-filled dome in the top of the fuel tank. Vapor will
pass through the foam but liquid will cling to the foam and drip.
26
If a blockage occurs in the liquid-vapor separator or in the vent line between it and the EVAP
canister, the fuel tank will not be able to breathe properly. Symptoms include fuel starvation or a
collapsed fuel tank on vehicles with solid-type gas caps. If you notice a whoosh of pressure in or
out of the tank when the gas gap is removed, suspect poor venting. You can check tank venting
by removing the gas cap and then disconnecting the gas tank vent line from the EVAP canister. If
the system is free and clear, you should be able to blow through the vent line into the fuel tank.
Blowing with compressed air can sometimes free a blockage. If not, you will have to inspect the
vent line and possibly remove the fuel tank to diagnose the problem.
EVAP Canister. This is a small round or rectangular plastic or steel container mounted
somewhere in the vehicle. It is usually hidden from view and may be located in a corner of the
engine compartment or inside a rear quarter panel. The canister is filled with about a pound or
two of activated charcoal. The charcoal acts like a sponge and absorbs and stores fuel vapors.
The vapors are stored in the canister until the engine is started, is warm and is being driven. The
PCM then opens the canister purge valve, which allows intake vacuum to siphon the fuel vapors
into the engine. The charcoal canister is connected to the fuel tank via the tank vent line. Under
normal circumstances, the EVAP canister causes few problems. Since the charcoal does not wear
out, it should last the life of the vehicle.
The most common problem with the EVAP canister is a faulty purge control or vent solenoid.
Vacuum-type purge valves can be tested by applying vacuum directly to the purge valve with a
hand-held vacuum pump. The valve should open and not leak vacuum if it is good. With
solenoid-type purge valves, voltage can applied directly to the solenoid to see if the valve opens.
The resistance of the solenoid can also be checked with an ohmmeter to see if it is open or
shorted.
The purge control strategy on many late model EVAP systems can get rather complicated, so the
best advice here is to look up the EVAP diagnostic procedures in the OEM service literature.
27
The OBD II EVAP monitor tests the fuel system for vapor leaks.
Exhaust Emissions:
Exhaust gas or flue gas is emitted as a result of the combustion of fuels such as natural
gas, gasoline, petrol, biodiesel blends,[1] diesel fuel, fuel oil, or coal . According to the type of
engine, it is discharged into the atmosphere through an exhaust pipe, flue gas stack, or propelling
nozzle. It often disperses downwind in a pattern called an exhaust plume.
Thermal converters are high temperature chambers through which the exhaust gases
flow.They promote oxidation of the CO and HC which remain in the exhaust.The high
temperature is mandatory for the oxidation reaction to take place at such time
intervals.The oxidation temperatures required for CO and HC is 700 and 600 degrees.
Further it should be large enough to provide adequate residence time of the exhaust gases
to promote the oxidation reactions
Make sure it is placed as close to the exhaust manifold as possible this is necessary to
minimize the heat loses and keep the exhaust gases from cooling to non reacting
temperatures.
Devices consisting of a conductor heated by an electric current, with one or more hot junctions o
f a thermocouple attachedto it, so that the output emf responds to the temperature rise, and hence
the current. Thermal converters are used withexternal resistors for alternating-current (ac) and vo
ltage measurements over wide ranges and generally form the basis forcalibration of ac voltmeters
and the ac ranges of instruments providing known voltages and currents.
In the most common form, the conductor is a thin straight wire less than 0.4 in. (1 cm) long, in a
n evacuated glass bulb,with a single thermocouple junction fastened to the midpoint by a tiny ele
ctrically insulating bead. Thermal inertia keeps thetemperature of the heater wire constant at freq
uencies above a few hertz, so that the constant-output emf is a true measureof the root-meansquare (rms) heating value of the current. The reactance of the short wire is so small that the emf
can beindependent of frequency up to 10 MHz or more. An emf of 10 mV can be obtained at a ra
ted current less than 5 mA, sothat resistors of reasonable power dissipation, in series or in shunt
with the heater, can provide voltage ranges up to 1000 Vand current ranges up to 20 A. However,
the flow of heat energy cannot be controlled precisely, so the temperature, andhence the emf, gen
erally changes with time and other factors. Thus an ordinary thermocouple instrument, consisting
of athermal converter and a millivoltmeter to measure the emf, is accurate only to about 13%. S
ee Thermocouple, Voltmeter
To overcome this, a thermal converter is normally used as an ac-dc transfer instrument (ac-dc co
mparator) to measure anunknown alternating current or voltage by comparison with a known nea
rly equal dc quantity (see illustration). By replacingthe millivoltmeter with an adjustable, stable,
opposing voltage Vb in series with a microvoltmeter D, very small changes inemf can be detected
. The switch S is connected to the unknown ac voltage Vac, and Vb is adjusted for a null (zero) rea
dingof D. Then S is immediately connected to the dc voltage Vdc, which is adjusted to give a null
again, without changing Vb.Thus Vac = Vdc (1 + d), where d is the ac-dc difference of the transfer i
nstrument, which can be as small as a few parts permillion (ppm).
29
2. Catalytic converter:
30
31
William C. Pfefferle developed a catalytic combustor for gas turbines in the early 1970s,
allowing combustion without significant formation of nitrogen oxides and carbon monoxide.
Catalytic converters require temperature of 800 degrees Fahrenheit to efficiently convert harmful
exhaust gases into inert ones, such as carbon dioxide and water vapor. So, first catalytic
converters were placed close to the engine to ensure fast heating. However, such placing caused
several problems, such as "vapor lock".
As an alternative, catalytic converters were moved to a third of the way back from the engine,
and were then placed underneath the vehicle.
In 1990s, integrated catalytic converters[17] were developed, which, as the name suggests, were
integrated into exhaust manifold assemblies. Their high efficiency, safety and space-saving
capability quickly earned them a popularity. Today, almost every new vehicle sold in the United
States is equipped with integrated catalytic converters.
Types
Two-way
A 2-way (or "oxidation", sometimes called an "oxi-cat") catalytic converter has two simultaneous
tasks:
1. Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 2CO2
2. Oxidation of hydrocarbons (unburned and partially burned fuel) to carbon dioxide
and water: CxH2x+2 + [(3x+1)/2] O2 xCO2 + (x+1) H2O (a combustion reaction)
This type of catalytic converter is widely used on diesel engines to reduce hydrocarbon and
carbon monoxide emissions. They were also used on gasoline engines in American- and
Canadian-market automobiles until 1981. Because of their inability to control oxides of nitrogen,
they were superseded by three-way converters.
Three-way
Three-way catalytic converters (TWC) have the additional advantage of controlling the emission
of nitric oxide and nitrogen dioxide (both together abbreviated with NOx and not to be confused
with nitrous oxide), which are precursors to acid rain and smog.
Since 1981, "three-way" (oxidation-reduction) catalytic converters have been used in vehicle
emission control systems in the United States and Canada; many other countries have also
adopted stringent vehicle emission regulations that in effect require three-way converters on
gasoline-powered vehicles. The reduction and oxidation catalysts are typically contained in a
33
common housing; however, in some instances, they may be housed separately. A three-way
catalytic converter has three simultaneous tasks:
1. Reduction of nitrogen oxides to nitrogen and oxygen: 2NOx xO2 + N2
2. Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 2CO2
3. Oxidation of unburnt hydrocarbons (HC) to carbon dioxide and water: CxH2x+2 +
[(3x+1)/2]O2 xCO2 + (x+1)H2O.
These three reactions occur most efficiently when the catalytic converter receives exhaust from
an engine running slightly above the stoichiometric point. For gasoline combustion, this ratio is
between 14.6 and 14.8 parts air to one part fuel, by weight. The ratio for Autogas (or liquefied
petroleum gas LPG), natural gas and ethanol fuels is slightly different for each, requiring
modified fuel system settings when using those fuels. In general, engines fitted with 3-way
catalytic converters are equipped with a computerized closed-loo feedback fuel injection system
using one or more oxygen sensors, though early in the deployment of three-way
converters, carburetors equipped with feedback mixture control were used.
Three-way converters are effective when the engine is operated within a narrow band of air-fuel
ratios near the stoichiometric point, such that the exhaust gas composition oscillates between rich
(excess fuel) and lean (excess oxygen). Conversion efficiency falls very rapidly when the engine
is operated outside of this band. Under lean engine operation, the exhaust contains excess
oxygen, and the reduction of NOx is not favored. Under rich conditions, the excess fuel
consumes all of the available oxygen prior to the catalyst, leaving only oxygen stored in the
catalyst available for the oxidation function.
Closed-loop engine control systems are necessary for effective operation of three-way catalytic
converters because of the continuous balancing required for effective NOx reduction and HC
oxidation. The control system must prevent the NOx reduction catalyst from becoming fully
oxidized, yet replenish the oxygen storage material so that its function as an oxidation catalyst is
maintained.
Three-way catalytic converters can store oxygen from the exhaust gas stream, usually when
the airfuel ratio goes lean. When sufficient oxygen is not available from the exhaust stream, the
stored oxygen is released and consumed . A lack of sufficient oxygen occurs either when oxygen
derived from NOx reduction is unavailable or when certain maneuvers such as hard acceleration
enrich the mixture beyond the ability of the converter to supply oxygen.
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Unwanted reactions
Unwanted reactions can occur in the three-way catalyst, such as the formation of
odoriferous hydrogen sulfide and ammonia. Formation of each can be limited by modifications
to the washcoat and precious metals used. It is difficult to eliminate these byproducts entirely.
Sulfur-free or low-sulfur fuels eliminate or reduce hydrogen sulfide.
For example, when control of hydrogen-sulfide emissions is desired, nickel or manganese is
added to the washcoat. Both substances act to block the absorption of sulfur by the washcoat.
Hydrogen sulfide is formed when the washcoat has absorbed sulfur during a low-temperature
part of the operating cycle, which is then released during the high-temperature part of the cycle
and the sulfur combines with HC.
Diesel engines
For compression-ignition (i.e., diesel engines), the most commonly used catalytic converter is
the diesel oxidation catalyst (DOC). DOCs contain palladium,platinum and aluminium oxide,
all of which serve as catalysts to oxidize the hydrocarbons and carbon monoxide with oxygen to
form carbon dioxide and water.
2CO + O2 2CO2
CxH2x+2 + [(3x+1)/2] O2 x CO2 + (x+1) H2O
These converters often operate at 90 percent efficiency, virtually eliminating diesel odor and
helping reduce visible particulates (soot). These catalysts are not active for NOx reduction
because any reductant present would react first with the high concentration of O2 in diesel
exhaust gas.
Reduction in NOx emissions from compression-ignition engines has previously been addressed
by the addition of exhaust gas to incoming air charge, known as exhaust gas recirculation (EGR).
In 2010, most light-duty diesel manufacturers in the U.S. added catalytic systems to their
vehicles to meet new federal emissions requirements. There are two techniques that have been
developed for the catalytic reduction of NOx emissions under lean exhaust conditions: selective
catalytic reduction (SCR) and the lean NOx trap or NOx adsorber. Instead of precious metalcontaining NOx absorbers, most manufacturers selected base-metal SCR systems that use
a reagent such as ammonia to reduce the NOx into nitrogen. Ammonia is supplied to the catalyst
system by the injection of urea into the exhaust, which then undergoes thermal decomposition
and hydrolysis into ammonia. One trademark product of urea solution, also referred to as Diesel
Exhaust Fluid (DEF), is AdBlue.
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Diesel exhaust contains relatively high levels of particulate matter (soot), consisting largely of
elemental carbon. Catalytic converters cannot clean up elemental carbon, though they do remove
up to 90 percent of the soluble organic fraction, so particulates are cleaned up by a soot trap
or diesel particulate filter(DPF). Historically, a DPF consists of a cordierite or silicon
carbide substrate with a geometry that forces the exhaust flow through the substrate walls,
leaving behind trapped soot particles. Contemporary DPFs can be manufactured from a variety
of rare metals that provide superior performance (at a greater expense).As the amount of soot
trapped on the DPF increases, so does the back pressure in the exhaust system. Periodic
regenerations (high temperature excursions) are required to initiate combustion of the trapped
soot and thereby reducing the exhaust back pressure. The amount of soot loaded on the DPF
prior to regeneration may also be limited to prevent extreme exotherms from damaging the trap
during regeneration. In the U.S., all on-road light, medium and heavy-duty vehicles powered by
diesel and built after January 1, 2007, must meet diesel particulate emission limits, meaning that
they effectively have to be equipped with a 2-way catalytic converter and a diesel particulate
filter. Note that this applies only to the diesel engine used in the vehicle. As long as the engine
was manufactured before January 1, 2007, the vehicle is not required to have the DPF system.
This led to an inventory runup by engine manufacturers in late 2006 so they could continue
selling pre-DPF vehicles well into 2007. During the re-generation cycle, most systems require
the engine to consume more fuel in a relatively short amount of time in order to generate the high
temperatures necessary for the cycle to complete. This adversely affects the overall fuel economy
of vehicles equipped with DPF systems, especially in vehicles that are driven mostly in city
conditions where frequent acceleration requires a larger amount of fuel to be burned and
therefore more soot to collect in the exhaust system.
Lean-burn spark-ignition engines
For lean-burn spark-ignition engines, an oxidation catalyst is used in the same manner as in a
diesel engine. Emissions from lean burn spark ignition engines are very similar to emissions
from a diesel compression ignition engine.
Installation
Many vehicles have a close-coupled catalytic converter located near the engine's exhaust
manifold The converter heats up quickly, due to its exposure to the very hot exhaust gases,
enabling it to reduce undesirable emissions during the engine warm-up period. This is achieved
by burning off the excess hydrocarbons which result from the extra-rich mixture required for a
cold start.
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When catalytic converters were first introduced, most vehicles used carburetors that provided a
relatively rich air-fuel ratio. Oxygen (O2) levels in the exhaust stream were therefore generally
insufficient for the catalytic reaction to occur efficiently. Most designs of the time therefore
included secondary air injection, which injected air into the exhaust stream. This increased the
available oxygen, allowing the catalyst to function as intended.
Some three-way catalytic converter systems have air injection systems with the air injected
between the first (NOx reduction) and second (HC and CO oxidation) stages of the converter. As
in two-way converters, this injected air provides oxygen for the oxidation reactions. An upstream
air injection point, ahead of the catalytic converter, is also sometimes present to provide
additional oxygen only during the engine warm up period. This causes unburned fuel to ignite in
the exhaust tract, thereby preventing it reaching the catalytic converter at all. This technique
reduces the engine runtime needed for the catalytic converter to reach its "light-off" oroperating
temperature.
Most newer vehicles have electronic fuel injection systems, and do not require air injection
systems in their exhausts. Instead, they provide a precisely controlled air-fuel mixture that
quickly and continually cycles between lean and rich combustion. Oxygen sensors are used to
monitor the exhaust oxygen content before and after the catalytic converter, and this information
is used by the Electronic Control Unit to adjust the fuel injection so as to prevent the first
(NOx reduction) catalyst from becoming oxygen-loaded, while simultaneously ensuring the
second (HC and CO oxidation) catalyst is sufficiently oxygen-saturated.
Damage
Catalyst poisoning occurs when the catalytic converter is exposed to exhaust containing
substances that coat the working surfaces, so that they cannot contact and react with the exhaust.
The most notable contaminant is lead, so vehicles equipped with catalytic converters can run
only on unleaded fuel. Other common catalyst poisons include sulfur, manganese (originating
primarily from the gasoline additive MMT and silicon, which can enter the exhaust stream if the
engine has a leak that allows coolant into the combustion chamber. Phosphorus is another
catalyst contaminant. Although phosphorus is no longer used in gasoline, it (and zinc, another
low-level catalyst contaminant) was until recently widely used in engine oil antiwear
additives such as zinc dithiophosphate (ZDDP). Beginning in 2004, a limit of phosphorus
concentration in engine oils was adopted in the API SM and ILSAC GF-4 specifications.
Depending on the contaminant, catalyst poisoning can sometimes be reversed by running the
engine under a very heavy load for an extended period of time. The increased exhaust
temperature can sometimes vaporise or sublimate the contaminant, removing it from the catalytic
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surface. However, removal of lead deposits in this manner is usually not possible because of
lead's high boiling point.
Any condition that causes abnormally high levels of unburned hydrocarbonsraw or partially
burnt fuelto reach the converter will tend to significantly elevate its temperature, bringing the
risk of a meltdown of the substrate and resultant catalytic deactivation and severe exhaust
restriction. Vehicles equipped with OBD-II diagnostic systems are designed to alert the driver to
a misfire condition by means of flashing the "check engine" light on the dashboard.
Regulations
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Catalytic converters restrict the free flow of exhaust, which negatively affects vehicle
performance and fuel economy, especially in older cars. Because early cars' carburetors were
incapable of precise fuel-air mixture control, the cars' catalytic converters could overheat and
ignite flammable materials under the car. A 2006 test on a 1999 Honda Civic showed that
removing the stock catalytic converter netted a 3% increase in horsepower; a new metallic core
converter only cost the car 1% horsepower, compared to no converter. To some performance
enthusiasts, this modest increase in power for very little cost encourages the removal or "gutting"
of the catalytic converter. In such cases, the converter may be replaced by a welded-in section of
ordinary pipe or a flanged "test pipe", ostensibly meant to check if the converter is clogged, by
comparing how the engine runs with and without the converter. This facilitates temporary
reinstallation of the converter in order to pass an emission test. [2 In many jurisdictions, it is
illegal to remove or disable a catalytic converter for any reason other than its direct and
immediate replacement. In the United States, for example, it is a violation of Section 203(a)(3)
(A) of the 1990 Clean Air Act for a vehicle repair shop to remove a converter from a vehicle, or
cause a converter to be removed from a vehicle, except in order to replace it with another
converter,] and Section 203(a)(3)(B) makes it illegal for any person to sell or to install any part
that would bypass, defeat or render inoperative any emission control system, device or design
element. Vehicles without functioning catalytic converters generally fail emission inspections.
The automotive aftermarket supplies high-flow converters for vehicles with upgraded engines, or
whose owners prefer an exhaust system with larger-than-stock capacity.
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The creators of the device are currently seeking approval for users of the CO2ube to be allowed
to drive in the high-occupancy vehicle (HOV) lane even without meeting the minimum
occupancy requirement. They are also seeking approval for CO2ube users to receive additional
tax credit from the EPA
Thats not all. The CO2ube creators are also working on an accompanying app that will provide
users with analytics of their carbon dioxide emissions.
Ecoviates founders Param Jaggi and Johnny Cohen were both in Forbes 30 Under 30: Energy
for 2012 and 2013. The two have studied green technologies since they were twelve. The
CO2ube is Ecoviates first product.
channels, filtering over 90% of the particulate matter out. The filters are self-cleaning, by one of
a number of alternative methods which periodically modify the exhaust gas concentration in
order to burn off the trapped particles oxidising them to form CO2 and water.
Particulate filters become clogged by Sulphur, which is present as an impurity in Diesel fuel. It is
therefore essential that sulphur-free (<10 ppm) Diesel fuel is made widely available to enable
this key technology to be fully successful.
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the necessary operating temperature and also made catalysts more robust so that they can be
mounted closer to the engine and warm-up more quickly. These fast light off catalysts have
vastly reduced emissions by cutting warm-up times so that the catalyst can start working within
seconds. At the same time catalyst durability has increased, so low emissions are maintained for
longer, without replacement.
Three-way catalysts operate in a closed-loop system with sensors to monitor the exhaust gas
composition, linked to a computerised engine management system which continuously regulates
the air to fuel ratio to maintain the necessary conditions for the catalyst to oxidise CO and HC to
CO2 and water (H2O) while reducing NOx to nitrogen (N). For this process to work properly,
the mixture of exhaust gases has to be perfectly balanced because the pollutants actually react
with each other and with oxygen in the air, to achieve the required result. This perfect balance or
stoichiometric proportions require a relatively rich fuel to air mixture, Diesel engines which
use a much lower fuel to air ratio, and modern gasoline engines using lean burn technology to
improve fuel economy and reduce CO2, need another way to deal with the problem.
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44
1.2.1Solar
o
1.5Biofuels
1.5.1Bioalcohol and ethanol
1.5.2Biodiesel
1.5.3Biogas
1.6Charcoal
1.8Formic acid
1.9Hydrogen
1.12Autogas (LPG)
1.13Steam
1.14Wood gas
2.1Flexible fuel
2.2Hybrids
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CONCLUSION
The move to ultra low emission vehicles is inevitable. There are hugely significant benefits for
the UK from this transition in terms of energy security, air quality and carbon reduction. Most
significantly the transition also represents a once in a lifetime industrial opportunity for the UK
automotive sector if it successfully positions itself in the vanguard of this new technology
delivering jobs and growth for decades to come. The Government is wholly committed to this
agenda, and recognises that it will take time. This strategy sets out why this policy is so
important and the comprehensive and compelling set of commitments that the Government is
already making to make its vision a reality as fast as possible
Future Scope
At the beginning of the 20th century a dizzying array of different
technologies was available for the discerning purchaser of a motorcar. These
included steam power, petrol/gasoline power, electric drive, gas power and
even gas/electric hybrids. Some vehicles had two or even four engines. This
was a period when innovation was rampant as companies looked to find
better ways of giving people the greater mobility they craved. Over time a
dominant technology the internal combustion engine emerged as the preeminent way of powering vehicles. 1.2 That pre-eminence has remained in
place to the present day. The incredible energy density of petrol and diesel
liquid fuels, their relative abundance and low price, allied to a constant
stream of innovation from vehicle manufacturers has led to the vehicles we
know today: capable of travelling long distances conveniently, quickly and
safely. Faster, cleaner, quieter, more powerful but more frugal than its early
ancestors, the internal combustion engine of today is a world away from its
first incarnation. But todays engines are nevertheless still largely based on
the same principles of the four stroke engine invented by Nikolaus Otto back
in 1876. 1.3 Internal combustion engines will continue to dominate in the
global market for vehicles for years to come. But it is already clear that we
have begun another era of significant change, much like the early 20th
century. Rapid innovation is delivering a variety of different ways of powering
our vehicles. Manufacturers are investing billions of pounds into the
research, development and production of alternative powertrains, which are
now being introduced to the market. By 2020 it is extremely unlikely that
vehicles powered solely by internal combustion engine will remain the only
realistic choice for consumers in all vehicle segments. 16 Driving the Future
Today What is an ultra low emission vehicle (ULEV)? An ULEV emits
extremely low levels of carbon dioxide (CO2 ) compared to conventional
vehicles fuelled by petrol/diesel. They typically also have much lower or
virtually nil emissions of air pollutants and lower noise levels. Since 2009, the
Office for Low Emission Vehicles has considered ULEVs as new cars or vans
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that emit less than 75 grams of CO2 from the tailpipe per kilometre driven,
based on the current European type approval test. Other definitions exist
that suggest 50g CO2 /km is a more appropriate threshold.
REFRENCES
https://en.wikipedia.org/wiki/Vehicle_emissions_controL
https://www.sciencedaily.com/terms/automobile_emissions_control.htm
https://www.britannica.com/technology/emission-control-system
www.technology.matthey.com/pdf/pmr-v16-i3-074-086
www.extraordinaryroadtrip.org/research-library/air.../vehicle-emissions/control.asp
www.ncbi.nlm.nih.gov NCBI Literature Bookshelf
IC ENGINES BY V.GANESAN
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