engine out emissions & measurement

8/12/2019 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


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



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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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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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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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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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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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Diesel Generating set Engines Emissions


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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



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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.




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TEST CONDITIONS AND VALIDITY5-MODE CYCLE FOR DIESEL GENSET ENGINES



298

99

AIT

a

T

PS F

VP Pbaro PS 100

RH SVP VP

5.17.0

298

99

AIT

a

T

PS F



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.




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TEST CONDITIONS AND VALIDITY8-MODE CYCLE FOR OFF-ROAD VEHICLE ENGINES



298

99

AIT

a

T

PS F

VP Pbaro PS 100

RH SVP VP

5.17.0

298

99

AIT a

T

PS F



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



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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)



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TEST CONDITIONS AND VALIDITYNRTC (NON-ROAD TRANSIENT CYCLE)


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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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



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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

engine out emissions & measurement

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