Emissions in Diesel Cars

KEVIN MARCAR
This Presentation is all about
❑Impact of Emissions

❑Source of Emissions

❑Upcoming Emission Targets

❑Emission Control Technologies

❑Effective Emission Control Combination

❑Conclusion
 What are Emissions ?
Technically, an emission is anything that's been released out into the open. But
more often it refers to gases being released into the air,
 Ever wondered why government is so worried ?
Car pollutants cause immediate and long-term effects on the environment. Car exhausts emit a wide range
of gases and solid matter, causing global warming, acid rain, and harming the environment and human
health.
Diesel engines emit high levels of particulate matter, which is airborne particles of soot and metal. These
cause skin and eye irritation and allergies, and very fine particles lodge deep in lungs, where they cause
respiratory problems
Diesel Emissions interferes with the blood's ability to transport oxygen causing severe Lungs, Heart and
brain Damage
The effects of car pollution are widespread, affecting air, soil and water quality. Nitrous oxide contributes to
the depletion of the ozone layer, which shields the Earth from harmful ultraviolet radiation from the sun.
Sulfur dioxide and nitrogen dioxide mix with rainwater to create acid rain, which damages crops, forests and
other vegetation and buildings.
So you get the Idea Right !!
 How does it Affect us
Pollutants Short term Effects Long term Effects on health

Carbon monoxide Headache, shortness of breath, Effects on brain and central nervous system, nausea,
dizziness, impaired judgment, lack of vomiting, cardiac and pulmonary functional changes,
motor coordination loss of consciousness and death
Nitrogen dioxide Soreness, coughing, chest discomfort, Development of cyanosis especially at lips, fingers and
eye irritation toes, adverse changes in cell structure of lung wall
Oxidants Difficulty in breathing, chest tightness, Impaired lung function, increased susceptibility to
eye irritation respiratory function
Ozone Similar to those of NO2 but at a lower Development of emphysema, pulmonary edema
concentration
Sulfates Increased asthma attacks Reduced lung function when oxidants are present
TSP/Respirable Increased susceptibility to other Many constituents especially poly-organic matter are
suspended pollutants toxic and carcinogenic, contribute to silicosis, brown lung
particulate
 Where do all these Emissions come from(Sources)?
•Fuel: The fuel that we use contains some amount of Sulphur which is a very harmful substance when inhaled, and this in large
quantities can go into the atmosphere and cause acid rain

•Air Intake: It is a very important factor for the complete combustion of fuel in the combustion chamber, incomplete combustion or
reduced air intake will result in a rich mixture thereby increasing amount of CO (Carbon monoxide) and PM(Particulate Matter).

•Air Temperature: This is a factor that results in a NOx because cool air is denser and thus contains more oxygen which leads to more
combustion and increased temperature thereby contributing to NOx.

•Air Fuel ratio: Diesel Engines run on a lean mixture and therefore by running on a lean mixture it raises the Exhaust gas temperature
and the Engine’s temperature this produces a high concentration of NOx

•Combustion Chamber: Combustion chamber design changes are commonly used to offset increases in soot emissions when
measures are taken to limit NOx emissions.

•Compression Ratio: In high compression ratio, there are increased thermal efficiency, however, brake specific fuel consumption
decreases. In a high compression ratio the in-cylinder pressure is increased which increases the pressure and temperature and lowers the
ignition delay this results in an increase in CO2 and NOx at high pressure and temperature. On the other hand there is a decrease in PM
and Soot. It’s a trade-off

You might be wondering what about the evaporative losses ?

◦ Diesel engines are assumed to have no significant evaporative emissions due to the very low volatility of diesel fuel compared to
gasoline. Diurnal Emissions Diurnal evaporative emissions are generated within the fuel tank by daily ambient temperature changes
while the engine is not in use.
Taking a look at our Current Emission Norms
Previous Emission Norms
 The Pattern of our Stringent Norms

NOx PM CO
2 6
1.7 0.3 5.17
0.25
0.25 5
1.5
0.2 4
1 0.15 3
0.7 0.08
0.5 0.1 0.05 2
0.5 0.025 1.25
0.25 0.05 0.0045 0.64
0.08 1 0.5 0.5
0
0 BS I BS II BS III BS IV BS VI 0
BS I BS II BS III BS IV BS VI BS I BS II BS III BS IV BS VI
Nox PM CO

Reduction in PM
Reduction of Nox Reduction of CO

68 82 0
 Some of the Engine Design Technologies for Emission Reduction
Technology Emission Impact
injection timing Primarily used to limit NOx
emissions
injection pressure Primarily used to limit soot
(PM) emissions
Exhaust gas In diesel engines, primary
application is to control NOx
recirculation (EGR) emissions
Intake boosting Primary emissions impact is
to lower soot (PM)
production. Also important
for efficiency gains.
Intake Most direct impact on NOx
emissions. Can lower soot
temperature emissions as well.
management
Combustion Important soot control
measure
chamber design
Significance
Injection timing affects combustion phasing; retarding the combustion phasing can be used to
limit NOx emissions.
Higher injection pressure can lower soot emissions; especially important when combined with
NOx control technologies such as EGR that would otherwise increase soot emissions.
Commonly used in many light- and heavy-duty duty diesel engines. High pressure EGR delivery
can introduce a fuel consumption penalty through higher pumping losses. Low pressure EGR
has lower pumping losses but is more difficult to control during transient operation. Other
measures to limit potential increases in soot and possibly HC and CO can be required.
Higher intake pressure increases air/fuel ratio for given fuel injection amount and lowers soot
production. Can be an important measure to offset unwanted decreases in performance and
increased emissions with NOx control measures such as EGR. Often accompanied by improved
intake charge cooling capabilities. Enables engine downsizing for efficiency gains. Introduces
challenges such as turbocharger lag that can require complex solutions.
Increased boosting and/or EGR can increase intake manifold temperature. Intake charge
cooling capability improvements are required to limit intake charge temperature and minimize
associated NOx emission increases, reductions in air-fuel ratio and losses in power density.
Combustion chamber design changes are commonly used to offset increases in soot emissions
when measures are taken to limit NOx emissions. In many cases, improvements enhance
mixing late in the combustion process to improve soot burn-out.
 Some of the Technologies to Curb Emissions
❑Catalytic Converters - Diesel Oxidation Catalyst
• A Diesel Oxidation Catalyst is a after treatment device that is used to promote chemical oxidation of HC and CO and reduce
the PM, they also oxidize sulfur dioxide in the exhaust from Sulfur containing fuels, this leads to the increase of particulates
important function of the DOC is to increase the NO2 content of the exhaust gas, to support the performance of SCR
catalysts and diesel particulate filters.

❑Selective Catalytical Reduction

• A Selective Catalytic Reduction is an after treatment device which is used to reduce the harmful NOx gases to N2 and H2O
with the help of Aqueous Ammonia or Urea. A SCR is said to reduce 75% to 90% of the NOx.

❑Diesel Particulate Filter

• A Diesel particulate filter is a device which is used to trap the harmful Particulate Matter (PM) or SOOT that comes out of
the exhaust of diesel engines
❑EGR – Exhaust Gas Recirculation
• Exhaust gas recirculation is device that is used to reduce the NOx production in a diesel engine. It dilutes the oxygen
concentration in the combustion chamber thereby reducing the overall temperature which results in NOx.

❑Lubricating Oil
• Low viscosity lubricants are necessary to fuel consumption and CO reductions by ensuring that it reduces the engine friction
a Parasitic contributor to the Engine performance, a well lubricated engine will run smoothly and give good efficiency
thereby reducing the harmful emissions, however it should be ensured that the low viscous oils doesn’t harm in the engines
wear and tear
 Some of the Technologies to Curb Emissions

❑Engine/Fuel Management
• The approaches that are used to control the emissions are Direct injection of calculated amount of Fuel and the
induced swirl for better combustion, the introduction of EGR and Variable Valve Timing (VVT). Advanced swirl in the
air intake ports help reduce the Emissions of NOx and improve up to 24% fuel saving.

❑Lean NOx Catalyst

• A lean NOx catalyst is an after-treatment device which is used to reduce the NOx emission from the exhaust stream,
some LNT’s inject diesel a hydrocarbon into the stream which helps aid in the reduction of NOx to N2 and remaining
hydrocarbons to CO2 and H2O.Currently peak NOx reduction in a LNC is about 10% to 30%

❑Sensor Technologies
• Sensors such as NOx sensor, Lambda or Oxygen sensor, Temperature sensor work in unity to give control loop
feedback to the ECU in order to calibrate the various parameters that help reduce harmful emissions. The closed loop
feedback can help reduce up to 35% to 60% of emissions
Combination to meet our Stringent Emission norms

EGR DOC DPF SCR ASC

Exhaust Gas Diesel Oxidation Diesel Particulate Selective Catalytic Ammonia Slip
Recirculation Catalyst Filter Reduction Catalyst

• EGR Exhaust Gas Recirculation

• DOC Diesel Oxidation Catalyst
• DPF Diesel Particulate Filter
• SCR Selective Catalytic Reduction
• ASC Ammonia Slip Catalyst
Let’s understand them better .. .
 EGR – Exhaust Gas Recirculation
• An Exhaust Gas Recirculation is a process in which we resupply the exhaust gas to the combustion chamber in order to decease the
NOx formation and pre ignition.
• Due to high temperatures we see the reaction of nitrogen to combine with oxygen in order to form NOx, which is a harmful pollutant
by the law
• As we cannot limit the amount of nitrogen entering the combustion chamber there comes a need to treat this problem. This can be
done by limiting the supply of air into the chamber but this would not meet the mass required for proper combustion as it would
reduce the pressure and temperature thereby not effectively curbing the problem
• However if we send some amount of Exhaust gas which will dilute the supply of oxygen which is a primary source for ignition in the
combustion chamber, in-turn we reduce the high temperature which then controls the NOx production
• Lower the engine speed greater the amount of Exhaust gas is recirculated and as the speed increases the EGR decreases
• We know that diesel engines run on a lean mixture and are compression ignited, the temperature developed in the combustion
camber is high wich will also lead to pre ignition and wasted energy
• EGR typically allows 10 – 15 % of Exhaust gas for recirculation
• EGR results upto 60 % of NOx reduction and was the first technology to be introduced to reduce NOx
• Most of the modern day Automobiles require it mandatory for them to employ a EGR
 Diesel Oxidation Catalyst
•A Diesel Oxidation Catalyst consists of a stainless steel canister that contains a honeycomb structure called a
substrate or catalyst support.
• It is called an oxidation catalyst because the device converts exhaust gas pollutants into harmless gases by means
of chemical oxidation.
• In the case of diesel exhaust, the catalyst oxidizes CO, HC, and the liquid hydrocarbons adsorbed on carbon
particles.
• Diesel oxidation catalysts are efficient at converting the soluble organic fraction of diesel particulate matter into
carbon dioxide and water
• DOCs can typically achieve 25 to 40% particulate reduction by simply burning the SOF component of particulate
matter.
 Diesel Particulate Filter
• Diesel particulate filters remove particulate matter found in diesel exhaust by filtering exhaust from the engine.

• These are commonly made from ceramic materials such as cordierite, aluminum titanate, mullite or silicon carbide.

• The basis for the design of wall flow filters is a honeycomb structure with alternate channels plugged at opposite
ends. As the gasses passes into the open end of a channel, the plug at the opposite end forces the gasses through
the porous wall of the honeycomb channel and out through the neighboring channel. The ultrafine porous
structure of the channel walls results in greater than 90% percent collection efficiencies of these filters.

• Wall flow filters capture particulate matter by interception and impaction of the solid particles across the porous
wall. The exhaust gas is allowed to pass through in order to maintain low pressure drop.

• As time passes the filter can fill up with layers of retained Particles, and the efficient way is to burn off the particles
so that they get liberated, or remove the particles externally, however a build up of the layer of Soot can cause
Backpressure a negative impact on the vehicle performance.
 SCR System
• A Selective Catalytic Reduction (SCR) system uses a metallic or ceramic wash-coated catalyzed substrate, or a
homogeneously extruded catalyst and a chemical reductant to convert nitrogen oxides to molecular nitrogen and
oxygen in oxygen-rich exhaust streams

• In mobile source applications, an aqueous urea solution is usually the preferred reductant

• Upon thermal decomposition in the exhaust, urea decomposes to ammonia which serves as the reductant

• In some cases ammonia has been used as the reductant in mobile source retrofit applications.

• As exhaust and reductant pass over the SCR catalyst, chemical reactions occur that reduce NOx emissions to nitrogen
and water. SCR catalysts can be combined with a particulate filter for combined reductions of both PM and NOx.

• Open loop SCR systems can reduce NOx emissions by 75 to 90 percent. Closed loop systems on stationary engines
can achieve NOx reductions of greater than 95 percent.

• SCR systems are also effective in reducing HC emissions up to 80 percent and PM emissions 20 to 30 percent. Like all
catalyst-based emission control technologies, SCR performance is enhanced by the use of low sulfur fuel.
 Ammonia Slip Catalyst
• An exhaust system operating with an SCR catalyst is usually also equipped with a special catalyst providing a selective
Ammonia (NH3) oxidation function.
• Due to the dynamic driving cycle, recognizable amounts of NH3 leave the SCR. Therefore, the conversion of excess
Ammonia leaving the SCR catalyst is mandatory, since Ammonia is also an emission regulated gas.
• Oxidation of Ammonia leads to the formation of NO as main product, which would consequently contribute negatively to
the total conversion of NOx of the whole exhaust system.
• An ASC follows as smart catalyst design to mitigate the emission of additional NO. The catalyst combines the key
NH3oxidation function with an SCR function.
• Ammonia entering the ASC is partially oxidized to NO. The freshly oxidized NO and NH3 inside the ASC, not yet oxidized,
can consequently react to N2 following the usual SCR reaction schemes.
• By intelligent system and catalyst design, combined with an adapted operation strategy, the ASC is capable of eliminating
the traces of Ammonia and converting in parallel newly formed and existing NO to N2, which finally helps to reduce
further NOx emissions.
• This system gives a conversion efficiency of about 40-45% since it is still in the development stage, however it is enough
to tackle our emission norms of the current time
 Climax
• With the rising emission and the threat they posses with it be it Climate change, health hazards or environmental degradation a
need to strictly cut down the emissions have become our prime focus

• The Government has strictly laid norms and limits of the harmful emissions that come out of vehicles

• In order to meet the stringent norms and advancement in technology come hand in hand to help curb the clean air crises

• The above combination i.e. DOC + DPF + SCR + ASC has an efficiency of 90%-95% in the conversion of NOx

• And an efficiency of 85 – 90% in the reduction of PM

• However these come with a higher cost of implementation and a number of downsides to the power of the vehicle, the increase

in the number if system integrated will increase the backpressure in the vehicle which is a Enemy to Power of the vehicle
Disclaimer:

Emissions are subject to Health risks please read all

Technology related options for a better Environment.

THANK YOU