EXAMINATION OF EXHAUST GASES WITH REGULATED CATALYST

(OTTO MOTORS)
1. INTRODUCTION

Air pollution is an important environmental problem in most urban zones and centers of countries in
development. In most of the mentioned zones, petrol-driven vehicles are the main source of
pollution atmospheres with lead aerosols and carbon monoxide. Petrol vehicles and their system
Fuel supplies are the main sources of volatile contaminants in each urban area. Measures for the
reduction of pollutants that can be implemented can be divided into three groups:
Technological measures that include the improvement of vehicles and fuels partially
described in this paper,
Measures for regulation of transport and market, technical and economic measures for
the disinfection of use private vehicles and motorcycles and encouraging the use of
public transport,
Measures for infrastructure improvement, suitable road design, crossings and signaling
which eliminates or reduces deadlock.

Emissions of gases are most effectively controlled by technological measures during the process
itself designing the vehicle at the very beginning. Advanced emission controls can reduce HC and CO
emissions by more than 95% and NOx emissions by 80% compared to the level of unqualified
emissions. Environmental activities observed from the point of emission of harmful components of
exhaust gases are reflected in the tightening of the legislation regulating the norms of exhaust
emissions, as well as in the intensive development of the engine with the mandatory permanent
reduction of exhaust emissions and consumption fuel. The legislative framework for regulating
emissions in the EU is a directive. It's the directive an EU legislative act requiring member states to
achieve a certain outcome without conditioning the means to achieve that result or goal. They leave
the directives to the members a certain degree of freedom to apply as exact rules. The directives are
merely a link the Member States to whom they are addressed and can be sent to one country, group
of countries or all. The implementation of the directive sets out the established goals that are being
implemented in countries Member States, but leaving the freedom to choose ways to achieve them:
"The directive should be a clue according to the result to be achieved addressed to each member
state, but to each national Legislation should leave a choice of form and method of implementation.
"Implementation of provisions directives directly affect the vehicle emission system - fuel:
The automotive industry in vehicles is getting more and more sophisticated and more
effective emission reduction systems.
The efficiency of the exhaust gas purification system from automotive engines increases by
reducing certain compounds and / or groups of compounds in the fuel - especially sulfur.
Stricter emission limits defined by EURO requirements force refineries tothe introduction of
new technologies - especially for hydro-fuel.
The first regulations on the control of exhaust emissions within the ECE (Economic Comision for
Europe) were created in the late sixties.
The ECE Regulations concerning the emission of exhaust gases of motor vehicles are:
ECE - R 24 - smoke emission control for diesel engines
ECE - R 40 - emission control of the exhaust gases of the motorcycle
ECE - R 47 - emission control of moped exhaust gases
ECE - R 49 - control of exhaust gas emissions of medium-sized diesel engine
ECE - R 83 - replaced ECE - R 15 and introduced more stringent control
 Regulation ECE - R 15 which controls the emission of exhaust gases of gasoline and diesel
engines of passenger and light freight vehicles entered into force on August 1, 1970. and
experienced a fewchanges that took place in the following order:
 R 15.01 - 1974
 R 15.02 - 1977
 R 15.03 - 1978
 R 15.04 - 1984
R 15.05 - 1989

Thus, "Euro 5" emissions standards for emissions of harmful gases adopted on September 1, 2009,
shall enter into force on 1 January 2011 and shall specify:
For gasoline and natural gas or LPG vehicles:
Carbon dioxide 1.000 mg / km;
Non-methane hydrocarbons: 68 mg / km;
Total hydrocarbons: 100 mg / km
Nitrogen dioxide (NOx): 60 mg / km (25% reduction in relation to Euro4 standard)
Particle density: 5 mg / km (there is no limit in the Euro4 standard).

2. ENGINE ENGINE SELECTION AND SAFETY PRODUCTS

Combustion of the mixture with these engines takes place with a significantly smaller
air factor than the code diesel engines. With these engines, the fuel is injected in the air in
the compression area in the end compression time and for this reason it is for optimal
burning, as well as less concentration of harmful exhaust gases, it is necessary to ensure
quick preparation of the mixture of fuel and air. This is achieved by the constructional
design of the compression area where the process takes place combustion of the mixture,
but even better with the exact start and end of the fuel injection (depending on engine
operating mode), good spraying of the fuel in the cylinder (the higher injection pressure)
and precise dosing of a certain amount of fuel (electronic regulation of the system for
injection). For these reasons, the OTTO engine incorporates various constructive accessories
into the goal of better combustion of the mixture and the less harmful emissions of exhaust
gases. Comparing The relative amount of harmful emissions from OTTO and diesel engines is
visible to diesel engines in the process emit an atmosphere of more nitrogen oxides - NOx,
as well as more visible solid particles (eng.particulate matter PM) that are carcinogenic and
harmful to human health. The diameter of these particles is 10 to 30 times smaller
compared to the sand grain. Relative the concentration of carbon monoxide CO and
unburned hydrocarbonate HC is significantly higher gasoline engines [5.].

Figure 1. Comparison of individual exhaust emissions from the OTTO engine

with exhaust gases of diesel engines [5.]
 Therefore, according to the above, the technical inspection at the control of exhaust
gases OTTO engines, regulations are regulated to observe the volume concentration of
individual exhausts OTTO engine gases.
For the information of the OTTO engine we will mention some of the construction
solutions for improving combustion of the mixture in order to reduce the harmful emissions
of fumes [5.]:
 designing a compression area in which the combustion process takes place;
 suppression and cooling of compressed air;
 Return of exhaust gases into the suction branch (EGR);
 determining the start and end time of the fuel injection;
 after-treatment of exhaust gases (catalyst and filter);
 equipping engines with better fueling systems;

3. COMPOSITION OF EXHAUST GASES '' OTTO '' MOTOR

In testing the composition of the exhaust gas, the analyzers are measured at the
technical inspection of the following gases [10]:
a) [CO2] - carbon dioxide,
b) [CO] - carbon monoxide,
c) [HC] - hydrocarbons,
d) [O2] - oxygen.
e) [NOx] - nitrogen oxides (only some analyzers measure this concentration).

Analysis of the five listed exhaust gases (measurement of their volume share in total
volume of exhaust gas), measurement of some of the engine operating parameters (oil
temperature and number engine rotation), as well as the lambda factor calculation
(-represents the ratio between the actual suction the amount of air and theoretically
needed: 14.7 kg), are sufficient to assess the optimal combustion and therefore the
assessment of the technical safety of the vehicle. Carbon monoxide (CO) is a gas without
color and odor, but it is very toxic. Decreases ability the transmission of oxygen in the blood,
and the presence of relatively low CO concentration causes loss of consciousness, poisoning
and death after a while. It is created as a product of incomplete combustion, and because of
There is a CO dependence on the air factor : what in the zone of rich mixture (when there
are excess fuels) the mixture is richer, the concentration of CO is higher. In the zone of the
poor mixture there is no significant the effect of the mixture on the change in CO
concentration - is always relatively small. This gas is renewed The greatest attention and
concentration above the allowed limit is a direct reason for non-proliferation vehicles on
technical inspection.
CO emissions are caused by combustion of rich blends where the ratio of air is fuel.
of 1. In such mixtures there is not enough oxygen for the full combustion reaction C and O 2
in CO2. A small amount of CO is also generated by the effects of kinetic (isotopic) reactions.
CO level controlled by adjusting the mixing ratio.
The content of nitrogen oxides (NOx) is directly dependent on the air factor . The
largest content is achieved in the area of mildly poor = 1.05 ... 1.1. In the area rich in
flavor almost all Oxygen is involved in the combustion process, so only a small portion is
bound to nitrogen. In the area Poor laughter decreases NOx concentration. Nitrogen oxides
are also harmful to human health because Irritating and damaging the respiratory organs.
Their content also affects the reduction of visibility, creation photochemical smog, ozone
depletion in higher atmospheric layers, creation of harmful ozone in lower layers of the
atmosphere, and the formation of acid rain.
The two main components of the NOx emission are NO nitrogen oxide and NO 2
nitrogen dioxide of which it is 90% NO content. Gas is formed from nitrogen and free oxygen
at high temperatures. The amount of NOx formed is administratively dependent on the
oxygen content and is exponentially dependent on temperature. Most NOx is generated in
the initial stage of combustion when the piston is close to the end compression stroke and
temperature maximum.
HC (hydrocarbonate) is a fuel that should be fully burned in cylinders, but in It is not
possible for real combustion conditions. HC in exhaust gas can also be caused by increased
oil consumption in the engine. HCs are poisonous to the plant world, and in higher
concentrations they are harmful are also for the health of people. The smallest
concentrations of HC are achieved in the zone of a poorly poor mixture 1.1. In the rich
zone zone, HC behaves similarly to CO, or what makes it richer is it the concentration of HC
is higher (the fuel has more air than it can not burn), but it grows It happens in the zone of
the poor mixture. The reason for the increased share of HC in the poor mix is earlier
extinguishing the fuel mixture in the cylinders and not combining the total fuel mass. HC is
not expressed in [%] as for other gases, but in a smaller, dimensional mathematical size
[ppm]. U Exhaust gas always has oxygen (O2), which is a consequence of incomplete
combustion. U The zone of rich comfort, its concentration is minimal, but the transition to
the zone of poor laughter its concentration grows.
HC emissions are the result of incomplete combustion of a mixture that has not
completely burnt down to moment opening the output valves. HC emissions consist of fuels
that have not burnt down, and are present are ethylene and formaldehyde.
During the compression phase, air and fuel are "hiding" in the spongy (porous)
carbon that is deposited in the combustion chamber. The front flame of combustion is
approaching it the carbon layer is extinguished or quenched in proportion to the cold
surface of the chamber. Every self, crack or layer Carbon serves as a haven for air and fuel.
The engineers responded to this phenomenon by moving the rings toward the top of
the piston and removing remaining openings and cracks. A boom in the combustion
chamber of some new designs helps the code reducing flame retardation with consequent
reduction in HC and O2 share. Design changes are contributed to reducing the usual
percentage of O2 and HC. But carbon deposits are still a problem. The engine control
module on the increased O2 ratio corresponds to the addition of fuel. This supplementary
fuel Tends to increase CO and HC. The catalytic converter uses an increased proportion of O 2
to magnify oxidation and CO and HC. This requires removal of any increase in HC and CO in
the exhaust branch. Deposits carbon acts as an insulator and increase pressure in the
chamber occupying space in the same. The consequence of this is the increase in NOx,
which is further increased by a simultaneous reduction the ability of the catalyst to reduce
NOx, while simultaneously increasing the oxidation CO and catalysis HC. The catalyst
capability is completely terminated when the O2 share reaches 2%.
Conventional insight into the graphic representation of the diagram 5 of the gases
(Fig. 2 and Fig. 4) shows that the level CO and O2 do not grow or fall synchronously.
Increasing the share of CO decreases O2 share and vice versa. Preliminary two decades of
vehicle technology advances have revealed a number of deviations from accepted beliefs.
 Figure 2. Gas Diagram 5 [9]

Figure 3. Dependence of specific engine power and specific consumption from air factor [9]

By introducing the Euro norm exhaust system and all its elements in recent years
have become more important than ever because of its direct impact on fuel consumption
and work set-up engine.

3.1. Reduction of emissions of harmful substances in exhaust gases?

The emission of harmful substances in the exhaust gases of motor vehicles can be
controlled most often in two basic ways: One is improving the quality of combustion of the
mixture, the other is extra purification of exhaust gases. Other ways are for example:
securing an additional one oxidation space, called a catalytic converter (catalyst), the
collection of gasoline and diesel vapors and their return to the suction line, selective
reduction (SCR) and others. but they are structural solutions that serve the basic ones. From
the introduction of EURO 2 emission standards in the mid-1990s, the regulated catalyst is
became the standard for cars produced in Europe. Accordingly, we can conclude that the
concentration of the above-mentioned harmful exhaust gases depends on a whole range of
structural ones details. On the one hand, the strict homologation requirements that they
define must be met the emission limit values of the exhaust gases, and on the other hand
the requirement is as small as possible fuel consumption, with greater power and torque,
adequate durability and warranty.

Figure 4. The content of the exhaust gases of the gasoline engine [1]

Table 1. Impact of individual design solutions and engine operating conditions,

increase or decrease concentrations of individual exhaust gases [9]

When the individual design features on the engine are exhausted, some of which are
listed In the table, the engine can be equipped with additional devices in order to reduce
the harmful emissions. Some of the most important additional devices are [8]:
 treatment of exhaust gases by means of a catalyst;
 Equipping the engine with a closed control circuit;
 equipping the engine with better combustion systems;
 equipping engines with better fueling systems;
 pumping additional secondary air into the exhaust branch;
 Return of exhaust gases into the suction branch (EGR);
 collecting fuel vapor and returning them to the suction branch.

It is important to control the composition of the exhaust gases of motor vehicles on

a technical inspection differentiate petrol engines without a catalyst or with an unregulated
catalyst (BEZ-KAT), gasoline engines with regulated catalytic converter (REG-KAT), as well as
diesel engines with or without prednabijanja.

Figure 5. Return of the exhaust gases into the suction line [3]

So when certain design possibilities on the engine are exhausted, some of which are
mentioned, the engine can be equipped with additional devices in order to reduce the
harmful emissions of gases. Some of The most important additional devices are:
 Treatment of exhaust gases using a catalytic converter;
 Furnishing motors with closed control circuit;
 Equip the engine with better ignition systems mixtures;
 Equipping engines with better fueling systems;
 Pouring extra Secondary air in the exhaust branch;
 Return of exhaust gases into the suction branch (EGR);
 Collecting steam fuel and returning them to the suction branch.

3.2. Catalysts
Catalysts were developed in the 1970s. Since then, to this day they have been used
on passenger cars, and other motor vehicles. Over the years, technology for the catalyst
production has advanced to meet the emission standards of the exhaust gases that are
placed in front of motor vehicles. Today's modern motors are equipped with the so-called
single catalyst for triple action. He got the name in terms of being treated all three harmful
exhaust gases (CO, HC and NOx) into harmless gases (CO2, H2O, N2). He's in to its interior
consists of a condensed structure through which the exhaust gas flows, to which it is
applieda very thin layer of platinum or radio [6]. Rhodium and platinum are the most
effective reduction at all catalysts. Platinum and palladium are used as oxidation catalysts.
Vehicles with engines at The internal combustion with high content of oxygen in the exhaust
gases is never rely on the great use of rhodium / platinum reduction compound.
In order for the catalytic converter to function well, it must be heated to the
optimum working capacity a temperature ranging from 400 C to 800 C. Therefore, the
catalysts set what closer to the engine so that the cold phase of the work lasts as short as
possible. However, the overheated catalyst is destroyed catalyst. Overheating is due to poor
ignition when larger quantities unburned fuel matures into the catalyst in which secondary
combustion takes place. Furthermore, an engine equipped with a catalytic converter must
work with unleaded fuel (lead fuel it would not be possible to get into the tank of the
vehicle, since the fuel hole must be a slitted opening in which the "pistol" of lead fuel fails).
The lead from the fuel permanently destroys the catalyst.
 Catalysts are always installed in the first exhaust pipe to the engine and thanks The
material from which they are made is a chemical conversion of harmful exhaust gases (CO,
HC, NOx) in CO2, H2O and N2. Of course, this does not happen with the use of these devices
completely but highly contributes to reducing harmful emissions. Today they are exclusively
used regulated single or multiple catalysts with triple action. Concept of single or multiple
catalyst indicates how much of the housing is located the catalyst Triple action means that
all three harmful exhaust gases (CO, HC and NOx) are treated catalytically.
The term regulated catalyst means that there is a sensor in front of the catalyst
which is to the computer the vehicle sends a signal in which work area the engine is working
to accommodate fuel - air to retained the motor input for as long as possible in the
stoichiometric random range ( = 1). The term single or multiple catalyst means the amount
of catalytic converter housing. Position The catalyst in the exhaust system mostly depends
on the exhaust gas temperature at the place where it is built-in catalytic converter.

Figure 6. Appearance, cross-section and Slika 7. a) jednostruki katalizator, b) dvostruki

position of the catalyst [3] katalizator, c) jednostruki Reg-katalizator
trostrukog dejstva [3]

Single (oxidation) catalysts that only CO and HC reducers are no longer installed in
modern vehicles, the same goes for double (oxidation and reduction) that consisted of of
two casing-pot. A triple-acting catalyst consists of a conical bearing structure (made of
ceramic or metal), through which the exhaust gas flows. On ceramics or metal is obligatory
it is applied by a layer of aluminum oxide whose task is to increase the active surface
through which it flows exhaust gas. In this way, the active surface of the catalyst is increased
by about 7,000 times. On the Finally, a catalytic layer is placed, with conventional oxidation
catalysts for the catalytic layer, used precious platinum materials or palladium. With a triple-
acting catalyst Rhodium is still used. The amount of precious metal in one catalyst ranges
from 1 to 3 grams, depending on the working volume of the engine, or the volume of the
catalyst. Between the casing - a pot and a conical structure is placed a compensation layer
(wire or polymer knitting) which adheres to the honeycomb structure in the pot and has the
task of taking on the potential mechanical strikes the catalyst housing and compensates for
the different temperature stretching of the casing itself catalyst.
Many vehicles do not have air injection. No additional injection and richer Vehicle
mixtures depend on something else. Cerium is an oxygen-binding element. In conditions The
high oxygen content of cerium will absorb oxygen and thus make more efficient NOx
reduction, while under conditions of lower oxygen concentration, the cerium will release
oxygen and increase the efficiency oxidation of CO and HC. The application of cerium has its
limitations. The cerium will absorb only less oxygen content and can only release as much
oxygen as it absorbed. Cerium allows the converter to work efficiently when using poorer
mixtures only for short period. If the mixture of air and fuel is continuously changing from
rich to poor and vice versa, it also allows continuous catalytic efficiency.

Figure 8. A single triple action catalyst [7]

1- Stainless steel housing, 2- Ceramic honeycomb, 3- Wire cover, 4- Thermal insulator,
5-Lambda probe.

Each double converter has the benefit of cerium because it allows a double
converter Continuously reduces NOx almost maximally and without the use of a rich blend.
So, it can be said that the cerium is a very important element of two-component and 3-
component converters.
In addition to the triple-acting catalytic converter on direct-injection petrol engines
gasoline is obligatory to use so-called. NOx accumulator catalysts. Gasoline engines with
direct fuel injection in the lower working range of the speed is working with a poor smile it is
not possible to convert NOx qualitatively into a conventional triple-acting catalyst. Because
of this special catalysts are used in which NOx accumulates first, and subsequently turns into
less harmful gases. If the catalyst is heated to higher temperatures of 800 C or 1000 C it
comes to destruction of the catalyst. The preheating of the catalyst is most often due to
poor ignition or no ignition on one of the engine cylinders, when a larger amount of
unburned fuel falls into a catalyst in which secondary combustion takes place.
Note that motors equipped with a catalytic converter must work with a non-solvent
fuel. Lead from a fuel permanently destroys precious metals in a catalyst, and it no longer
performs its own function and must be replaced.
Figure 9. Converting exhaust
gases into the catalyst of a triple effect
as a function of a factor air [9].
 Figure 10. Three-component converter function [8]

Figure 11. Threecomponent converter [9] Figure 12. Position of the catalyst in the
exhaust branch engines [8]

3.3. Lambda probe (oxygen sensor)

The Lambda probe is an indispensable element of the exhaust system of motor

vehicles driven by OTTO motor. Therefore, the lambda probe is a sensor of the amount of
oxygen in the exhaust gases and participates as a regulatory element in the preparation of a
fuel mixture. Namely, in order for catalysts to work with The maximum effect requires a
stoichiometric ratio of fuel and air to the mixture. An ideal relationship is 14.7 kg of air per
1 kg of injected fuel ( = 1). The function of the lambda probe is precisely that detects the
deviation of the lambda factor in the exhaust gases from an ideal value, and enables it the
computer (ECU), depending on that, regulates the amount of injected fuel in the suction
line. Therefore, in the case of fuel saturated mixtures, the amount of injected fuel is reduced
and vice versa. The principle of action of the lambda probe is as follows: The probe is usually
built into the exhaust system in a manner that its tip is in constant contact with the exhaust
gases. Zirconia crystal (Zr) coated with both sides with a thin layer of platinum in contact
with oxygen in the exhaust gases generate voltage. This voltage usually varies between 0
and 1 V and the reading of its mean value, and By knowing the amount of injected fuel, it is
easy to calculate the lambda factor. Lambda factor in The amount of 1 corresponds to a
mean voltage of about 0.45 V. Based on the data coming from the lambda Probe The central
computer of the vehicle determines the amount of injected fuel in real time maintaining the
lambda factor constant.
 Protective cover Stainless steel housing

Zirconium Crystal Heater Electrical Contacts

Figure 13. Longitudinal section of the lambda probe [12]

The problem is the fact that the lambda probe only at the operating temperatures of
more than 270 C begins to perform its function. Due to this fact, the heaters are installed in
the lambda probe and placed as close as possible to the engine, all for the purpose of the
earlier start of the engine control circuit. There are two basic types of lambda probes
according to the type of signals that are given at the output: a two-stage lambda probe and a
broadband lambda probe.

Figure 14. Of the BOSCH lambda probe [10], Figure 15. Position of the lambda
probe in exhaust system
(in front of the catalytic converter) [11]

Twostage probes can not accurately determine the value of the factor, but only if it
is in the stoichiometric area, and this is not the case with broadband probes. Broadband
probe can accurately determine the air factor in a very wide range of engine operation and it
must be mounted on OTTO engines with direct injection of gasoline.

Figure 16. Schematic illustration of the operating mode of the lambda control circuit
 The computer in the stationary operating mode sets the engine operating parameters
according to the information of the basic sensors on the engine (the amount of air entering the
motor, the sensors engine speed, engine temperature sensor, etc.), and corrects it according to
the lambda signal probes. For example. If the lambda probe "tells" the computer that it is
getting poor, the computer will extend the fuel injection time, and the next time the mixture is
enriched, which causes a new one a lambda probe signal that "announces" that the mixture is
rich. The computer will then shorten the time the openness of the injectors that will cause the
depletion of the mixture to circulate.
In order for a catalyst that requires strict control of the fuel mixture, it fulfills its
function, motors are further equipped with modern systems for fuel supply and electronically
regulated systems for ignition of laughter, which in this paper we will not deal with because
of the excessive based on the assumption that the controllers at the technical examination
have acquired knowledge in the connection of this matter. The task of each controller in
controlling and measuring the exhaust gases is during the visual inspection of parts,
determine the existence of a particular part and its correctness connectivity.

4. PLANTS FOR PURIFICATION OF EXHAUST GASES IN THE OTTO ENGINE

The application of the Euro 5 requirements becomes mandatory since 2009.

Compared to Euro 4 code OTTOs of engines in vehicles of category M1 have reduced the
permissible limit emissions of nitrogen oxide NOx and for the first time a limited amount of
particles in exhaust gases, and with Diesel engine, reduced permissible amount of particles,
and NOx emissions. Euro 6 requirements come into force In 2014, and only with Diesel
engines, the reduced NOx emissions (Table 1) are further reduced. Yes it would be
appreciated, from today's view and state of the art, it is necessary to install an additional
system for purification of exhaust gases.

Table 2. Maximum allowed quantities (g / km) of certain harmful substances in the

exhaust of the engine vehicles of category M1 [1.]
Entry to
power CO HC HC+NOX NOX PM
Ottovi motori (g/km)
Euro 1 1992./07. 3,16 - 1,13 - -
Euro 2 1996./01. 2,20 - 0,50 - -
Euro 3 2000./01. 2,30 0,20 - 0,15 -
Euro 4 2005./01. 1,00 0,10 - 0,08 -
Euro 5 2009./09. 1,00 0,10 - 0,06 0,005
Euro 6 2014./09. 1,00 0,10 - 0,06 0,005

Table 2. shows that the aim is Euro 5 and 6 requirements, which are yet to come into
force, in addition reducing NOx emissions and the amount of particles and OTTO and Diesel
engines, with the emphasis that it is Reduction of the larger for Diesel engines.
 40
97,2 %
30

CO, g/km
20
10
Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6
0
1990 1994 1998 2002 2006 2010 2014 2018

4
HC+NOx, g/km

95,5 %
3

2
Euro 1
1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6
0
1990 1994 1998 2002 2006 2010 2014 2018
Figure 17. Reduction of OTTO engine emissions of vehicles of category M1 [1]

4.1 OTTO engine exhaust gas purification elements

In the OTTO engines operating with a strictly stoichiometric mixture (l = 1) for

purification, a three component catalyst reducing CO, HC and NOX is applied, while for those
with poor smiles (lmax 3), also absorption is applied. These devices today have reached a
high level of performance, and their further development is aimed at increasing durability
while reducing production costs.

Figure 18. Scheme of the Euro 5 exhaust gas exhaust system OTTO (Euro 6) with two
catalysts: three component (for CO, HC, NOx) and absorption (for NOx) [2]

5. EQUIPMENT FOR EXTENSION OF EXAMINATION OF OTTO EXHAUST

GASES VEHICLES

To carry out the testing of exhaust gases of motor vehicles, we use the following equipment:
 Gasoline engine exhaust gas analyzer,
 Automatic data processing device With a related printer for printing test reports.
 A specific program for automatic data processing.

Analyzers are placed on a mobile carriage to facilitate manipulation of the vehicle

around the vehicle. The exhaust gas analyzer of gasoline and similar engines must be able to
 analyze the volume proportions of these gases: carbon
monoxide (CO), Carbon dioxide (CO2), hydrocarbons (HC)
and oxygen (O2). The device must be able to calculate the
air factor ( factor). The device must be able to measure the
engine temperature (oil in the engine housing or coolant)
and the ability to measure the speed of rotation (engine
speed) of the engine. All measurement and calculation
results must be printed on the analyzer display [1].

Figure 19. OTTO engine exhaust gas analyzer

6. EXAMINATION OF EXHAUST GASES OF BENZINE ENGINES SA

REGULATED THREECOMPONENT CATALYSIS

The concentration of carbon monoxide (CO), after the engine has reached operating
temperature, i.e. minimum oil temperature of at least 80 C at idle speed, no may exceed the
value prescribed by the vehicle manufacturer. Operating temperature and number the idle
speed of the engine must be prescribed by the vehicle manufacturer. Concentration of carbon
monoxide (CO) and air factor value at increased rpm the engine must not exceed the value
prescribed by the vehicle manufacturer. Also, increased the engine speed must be prescribed
by the vehicle manufacturer. If the manufacturer's data not known, the content of carbon
monoxide (CO) and the air factor value must not exceed values [14]:

1. CO 0.5% of the volume of the engine at idling speed;

2. CO 0,3% closed. parts at the engine speed not less than 2000 min-1 ;
3. The value of the air factor = 1.00 0.03.

The measurement procedure itself is as well as for a group of petrol engines without
catalyst and lambda probes, which we discussed in the previous "Seminar paper I", only in
addition to the measurement the idle parameter also measures and parameters at a higher
engine speed and, Lambda factor disorder. The test engine of the engine with a regulated
catalyst is given on Figure 20. from which it can be concluded that, when measuring exhaust
gas engines with regulated catalyst, have two outputs of measurement results (at increased
speed of rotation and at empty walk). After printing these results, it is necessary to determine
the stabilization rate, by which the lambda probe regulates the combustion process (by
changing the amount of fuel injected) after it is at the entrance (suction), insert some
disturbing size or a dynamic test of the lambda probe.
Disturbing size is the interference that occurs on the suction of the engine. Get in the
engine leads to an increased or reduced amount of air from the measured (measured by the
sensor air flow) and according to which the computer has determined the amount of fuel it
will inject into the engine in order the combustion took place in the area = 1 0.03.
Disturbing size can be set to various ways eg. using a smooth, continuous and full push and
release pedal brakes, with an approximate rhythm every second one full brake pressure.
Continuous By pressing the brake pedal, the air in the suction branch is additionally inserted
in this way it disrupts the calculation of the fuel-air ratio in advance, and the mixture
becomes poorer (at analyzer display, the value of the air factor increases). After this
imbalance was established The lambda probe must inform the computer that the combustion
does not occur at the intended time the relationship is already settling down poorly and she
needs to add more fuel. This stabilization may last maximum 60 seconds [1]. In the end, a
record of the engine exhaust gas test is printed vehicles that, together with two prints from the
exhaust gas analyzer, are handed over to the driver of the vehicle.

Figure 20. Test procedure for a motor with a regulated catalyst [1]

7. CONTROL OF EXHAUST GASES OF MOTOR VEHICLES AT TECHNICAL

REVIEW

Prior to checking the exhaust gases with an analyzer and equipment, Inspect the
bottom of the vehicle to check completeness, firmness, leakproofness and condition exhaust
system elements. The controller should use working gloves and get caught in more places all
over the exhaust system, pulls it in various directions, the clutter of the system support,
visible exhaust pipes, lack of original factory thermal insulation to the floor vehicle body,
sensor disconnection (lambda, temperature sensor, etc.), touching the exhaust system with
retro-body and other. is not tolerated. In particular, it does not tolerate the phenomenon that is
it is often found in practice, which is the replacement of the exhaust system in a way to build
a catalyst from it or lambda probe, and in this way to damage the factory characteristics of the
vehicle! Each exhaust pipe, the catalyst or particle filter should be struck by the hand so that
the controller can sense it in the housing there was a breakdown of the honeycomb, whether
the bulkheads were disintegrating inside the exhaust pipe, etc.

Figure 21. Check exhaust manifold, catalyst and particulate filter [6]

Finally, the exhaust pipe outlet should be closed and the exhaust gas at compound or
corrosion hole comes out of the system. These phenomena are very small leakage of exhaust
gas on the hose connections in the pipe, can affect the measured results in the control of
exhaust gases, as shown in Figure 22.

Figure 22. Exhaust gas check control [6.] Figure 23. Installation of exhaust gases [6]

The correct exhaust system ensures that the engine always works with the correct air
ratio and fuel, always delivers maximum power and at the same time maintains minimal fuel
consumption. He will help extend the service life of other important engine parts - valves,
dampers,catalysts, etc.
In the engine compartment, during visual inspection, it is necessary to inspect
separately the correct connection of the exhaust from the engine housing to the suction line.
So, the vent should not be disconnected from the suction line, and the gases from the engine
housing must not be allowed to be released freely atmosferu. Otherwise, if the vent is
disconnected from the suction line and the oil vapor flows directly into the environment, then
such vehicles are technically inaccurate.
Prior to the start of the exhaust emission control, it is necessary to connect the hose
for the first discharging the exhaust gases into the exhaust pipe of the vehicle so as to avoid
exhaust gases during the measurement keep the technical inspection lines indoors! The
engine should turn on and let it goheated to its operating temperature, the operating
temperature should be monitored on the control panel in the cabin vehicles.
Accelerated heating of the motor can only be performed on a constantly increasing
number rpm, speed (approx. 60 sec at 3000 rpm), rather than continuous acceleration of the
engine pressing and releasing the accelerator pedal. After this we connect the speed sensor
and engine oil temperature sensor (the probe is installed instead of the oil level gauge
however, it must be noted that the length of the measuring probe corresponds to the length of
the rod of the oil gauge. For it has a moving probe on the probes, important for preventing the
crankshaft from hitting the gauge probe, its damage or winding the probe around the
crankshaft), it should be checked whether the analyzer receives a signal the temperature of
the oil and whether it measures the number of revolutions. If the analyzer does not indicate
the number of revolutions or if it is the displayed speed is unrealistic by moving the induction
pliers by try to obtain a signal from the high voltage cable or program analyzer adjustment
according to the instructions provided by the analyzer manufacturer. We set the probe of the
measuring device in the exhaust pipe and the measurement of the exhaust gases according to
the technology corresponding to the type of engine built into the vehicle, with the need to
wait for the value of CO on the analyzer screen it stabilizes and the results of the
measurements are printed and remain in the archive with the report on the performance of the
TP.
Note: Do not set up until the engine is warmed up to the required temperature probe
for measuring the exhaust gas composition in the exhaust pipe. After printing the results of
the measurement, the engine it is necessary to extinguish and remove all measuring
connections from the vehicle (induction pliers, oil temperature gauge and the exhaust pipe
probe) and in its place, return the oil level meter in the engine compartment.

CO = 0,5 ... 3,0 % CO < 0,5 %

HC = 100 ... 300 ppm HC <100 ppm
CO2 = 13 ... 16 % CO2 = 14 ... 16 %
O2 = 0,5 ... 2,0 % O2 = 0,1 ... 0,5 %

Figure 24. Expected measurement interval for BEZ-KAT engines (left - without catalytic
converter, right with unregulated catalyst) [6]

Figure 25. Measurement and analysis of OTTO exhaust gases [2]

The results of the measurements are compared with the reference data of the vehicle
manufacturer which is declare the minimum and maximum required values, and if these data
are not available to us then We take the prescribed legal limit values as relevant.
Measurement results, when we only look at the CO content (rich mixture) can be poor for a
number of reasons [4]:
1. Elemental faults (unresponsive motor, check the cold start device),
2. Check the air filter- (dirty, greasy ..),
3. Large or spent fuel nozzles in the carburettor,
4. Unsteady float height,
5. Unaddressed fuel-air mixture.
In vehicles that do not have a built-in carburetor, it's already possible to inject
between other causes of the rich mixture [4]:
 1. faulty operation of the engine idler,
2. faulty air intake temperature sensor,
3. defective protocol,
4. excessive fuel pressure.
The CO content (poor mixture) can also be for a number of reasons that are possible [4]:
1. The suction branch does not seal properly,
2. The drilled exhaust system on the vehicle, if it is a carburetor, is possible
The reasons for the poor mixture are: a) air filter, b) clogged nozzles,
3. Unadjusted float height,
4. Unsaturated fuel-air mixture.
Also, in the case of an injection engine, the possible reasons are [4]:
1. faulty idle regulator,
2. low fuel injection pressure,
3. Clogged nozzles.

If the analysis of the results found that the proportion of CO, HC and O2 is very small, and
the share of CO2 close to the largest ones The values, the engine and the catalyst can be
considered as the correct, exhaust and suction system impervious. Vehicles equipped with
regulated catalytic converter (REG-KAT), if the manufacturer owns does not specify
otherwise, have a normal proportion of gases and air factors in the following limits:

CO < 0,5 %; HC < 100 ppm; CO2 = 14 ..... 16 %; O2 = 0,1 ... 0,5 %; =1 0,03.

CONCENTRATION ENGINE CONDUCT POSSIBLE ERROR

CO HC
the engine briefly interrupts the
low very high work (jerking) in the individual defective ignition system.
stationary work areas.
high high engine restlessly running, running defective system for fuel supply -
driving with this engine is felt by it smokes rich.
jerks.
very low high the engine restlessly works on the suction branch bad seal -
number idling speed. she settles down the poor.
normal high the engine restlessly works on the poorly adjusted valves - a gap
number idling speed. too small.
low high the engine restlessly works on the defective system for
number idling speed. fueling - it's getting poor.
normal high normal operation of the engine engine mechanically consumed -
Spends oil through valves or piston
rings.

CONCENTRATION
CO HC CO2 ASSESSMENT OF THE SITUATION MOTORS
low very low very high optimum combustion
low low low optimum combustion or exhaust system leaks
high high low bad burning - it settles down
very low high low bad burning - it's getting poor
Table 3. CO, HC and CO2 emission concentrations when tested with regulated vehicles
catalytic converter (OTTO engine)
8. CONCLUSION

The inspection of the exhaust gas emissions of motor vehicles on a technical

inspection is complex job and requires that the introduction of the obligation of such control
implies a preparatory phase-transient a period in which the use of more modern equipment
would be carried out in the described ways and i at the same time, through practical work,
education of controllers. New regulations, which are harmonized with by developing modern
technology of the world's leading manufacturers and with European regulations, imply
radical changes in the system of technical inspections, which must gradually be made uvode.
The control of exhaust emissions at the technical inspection is carried out on most technical
lines reviews with obsolete equipment and technology, and a special problem still exists
insufficient knowledge and training system of controllers not yet established in Republic of
Serbia.
With on the other hand, the awareness of owners and users of motor vehicles in
relation to the significance of their technical correctness, is not sufficiently developed
primarily because of the economic situation in the country, which it is certainly not an excuse
to gradually not introduce order in this field and legal regulations brings the work of technical
reviews to the organizational and technological level at a significantly higher level.
Given the average age of motor vehicles in the Republic of Srpska, they are certainly
in use Stricter regulations require the strategic and stimulating measures of the state for the
purchase of the more modern and more modern vehicles, the use of which would also
influence the reduction of harmful exhaust emissions gases.
In the preparatory phase of the implementation of new regulations, it is evident that
certain ones will appear problems in practice to which professional institutions in the state
must give adequate answers and guidelines for a unique way of doing a technical inspection.
9. LITERATURE

[1] European emission standards - cars and light trucks, www.dieselnet.com

[2] Mahalec I., Lulic Z., agi G., tetne emisije motora s unutarnjim izgaranjem i
procicavanje ispunih plinova, interna skripta, FSB, Zagreb, 2007
[3] World Wide Fuel Chartel, December,1998,
[4] The European Refinery Technology Conference ( ERTC ),
[5] European Oil Refining Conference ( EORC ), Marbella, Spain, May 2016.
[6.] European Federation for Transport and Environment, Euro 5 and 6 emissions
standards for cars and vams, 2006, www.transportenvironment.eu
[7] S. Veinovi, R. Pai,:''Motori bez katalizatora ili sa neregulisanim katalizatorom
+GEF&DAH/.eki, Kargujevac,2015,
[8] https://sr.scribd.com/doc/186011946/kontrola-izduvnih-gasova-kod-motornih-vozila,
[9] paperzz.com/doc/.../statistika-analiza-podataka-o-obavljenim,
[10] www.ff.bg.ac.rs/Knjige/Fizika i ekologija. ,
[11] myslide.es Documents,