LAB SESSION # 10

10.0

EMISSION CONTROL TECHNIQUE

PRINCIPLE VEHICLE EMISSIONS:
The principle source of
emissions in vehicles is combustion. All internal combustion engines
depend on combustion of a chemical fuel, typically with oxygen from
the air (though it is possible to inject nitrous oxide to do more of the
same thing and gain a power boost). The combustion process typically
results in the production of a great quantity of heat, as well as the
production of steam and carbon dioxide and other chemicals at very
high temperature; the temperature reached is determined by the
chemical makeup of the fuel and oxidizers, as well as by the
compression and other factors.
Internal combustion engines require ignition of the mixture,
either by spark ignition (SI) or compression ignition (CI). Before the
invention of reliable electrical methods, hot tube and flame methods
were used. Experimental engines with laser ignition have been built.
Nitrogen may also oxidize when there is an excess of oxygen.
The reaction is thermodynamically favored only at high temperatures.
Diesel engines are run with an excess of oxygen to combust small
particles that tend to form with only a stoichiometric amount of oxygen,
necessarily producing nitrogen oxide emissions. Both the United States
and European Union are planning to impose limits to nitrogen oxide
emissions, which necessitate the use of a special catalytic converter or
treatment of the exhaust with urea.

Following are some principal emissions:

Hydrocarbons:
Hydrocarbons A class of burned or partially burned fuel,

hydrocarbons are toxins. Hydrocarbons are a major contributor to

smog, which can be a major problem in urban areas. Prolonged
exposure to hydrocarbons contributes to asthma, liver disease, lung
disease, and cancer.
Carbon monoxide (CO):
(CO) A product of incomplete combustion,
carbon monoxide reduces the blood's ability to carry oxygen;

overexposure (carbon monoxide poisoning) may be fatal. Carbon

Monoxide poisoning is a killer in high concentrations.
Nitrogen oxides (NOx): Generated when nitrogen in the air
reacts with oxygen at the high temperature and pressure inside the
engine. NOx is a precursor to smog and acid rain. NO x is a mixture of
NO, N2O, and NO2. NO2 is extremely reactive. It destroys resistance to
respiratory infection. NOX production is increased when an engine
runs at its most efficient (i.e. hottest) part of the cycle.
Particulate matter Soot or smoke made up of particles in the
micrometer size range: Particulate matter causes negative health
effects, including but not limited to respiratory disease and cancer.
Sulfur oxide (SOx):
(SOx) A general term for oxides of sulfur, which
are emitted from motor vehicles burning fuel containing sulfur.
Reducing the level of fuel sulfur reduces the level of Sulfur oxide
emitted from the tailpipe.
Volatile organic compounds (VOCs) - Organic compounds
which typically have a boiling point less than or equal to 250 C; for
example chlorofluorocarbons (CFCs) and formaldehyde.
10.1

Emission Control Techniques:

In order to reduce emissions, modern car engines carefully control

the amount of fuel they burn. They try to keep the air-to-fuel ratio very
close to the stoichiometric point, which is the ideal ratio of air to fuel.
Theoretically, at this ratio, all of the fuel will be burned using all of the
oxygen in the air. For gasoline, the stoichiometric ratio is about 14.7:1,
meaning that for each pound of gasoline, 14.7 pounds of air will be
burned. The fuel mixture actually varies from the ideal ratio quite a bit
during driving. Sometimes the mixture can be lean (an air-to-fuel ratio
higher than 14.7), and other times the mixture can be rich (an air-to-fuel
ratio lower than 14.7).
Some major methods to control emissions are discussed below:

10.1.1 Catalytic Converter:

Automotive emissions are controlled in three ways, one is to
promote more complete combustion so that there are less by products.
The second is to reintroduce excessive hydrocarbons back into the
engine for combustion and the third is to provide an additional area for
oxidation or combustion to occur. This additional area is called a
catalytic converter. The catalytic converter looks like a muffler. It is
located in the exhaust system ahead of the muffler. Inside the converter
are pellets or a honeycomb made of platinum or palladium. The
platinum or palladium are used as a catalyst ( a catalyst is a substance
used to speed up a chemical process). As hydrocarbons or carbon
monoxide in the exhaust are passed over the catalyst, it is chemically
oxidized or converted to carbon dioxide and water. As the converter
works to clean the exhaust, it develops heat. The dirtier the exhaust,
the harder the converter works and the more heat that is developed. In
some cases the converter can be seen to glow from excessive heat. If
the converter works this hard to clean a dirty exhaust it will destroy
itself. Also leaded fuel will put a coating on the platinum or palladium
and render the converter ineffective. This is why, in the U.S.A., all fuels
designed for automobile engines are now unleaded.
A catalytic converter is a device that uses a catalyst to convert three
harmful compounds in car exhaust into harmless compounds. Carbon
monoxide is a poison for any air-breathing animal. Nitrogen oxides lead
to smog and acid rain, and hydrocarbons produce smog.
In a catalytic converter, the catalyst (in the form of platinum
and palladium) is coated onto a ceramic honeycomb or ceramic beads
that are housed in a muffler-like package attached to the exhaust pipe.
The catalyst helps to convert carbon monoxide into carbon dioxide. It
converts the hydrocarbons into carbon dioxide and water. It also
converts the nitrogen oxides back into nitrogen and oxygen.

10.1.2 Evaporative

control system:

The
function
of
the
fuel
evaporative control system is to trap
and store evaporative emissions from
the gas tank and carburetor. A
charcoal canister is used to trap the
fuel vapors. The fuel vapors adhere to the charcoal, until the engine is
started, and engine vacuum can be used to draw the vapors into the
engine, so that they can be burned along with the fuel/air mixture. This
system requires the use of a sealed gas tank filler cap. This cap is so
important to the operation of the system, that a test of the cap is now
being integrated into many state emission inspection programs.
Today with the use of sealed caps, redesigned gas tanks are used. The
tank has to have the space for the vapors to collect so that they can
then be vented to the charcoal canister. A purge valve is used to control
the vapor flow into the engine. The purge valve is operated by engine
vacuum. One common problem with this system is that the purge valve

goes bad and engine vacuum draws fuel directly into the intake system.
This enriches the fuel mixture and will foul the spark plugs. Most
charcoal canisters have a filter that should be replaced periodically. This
system should be checked when fuel mileage drops.

10.1.3 Exhaust Gas Recirculation:

Control of the NOx emissions in one of the biggest challenges
provided to the Compression Ignitions engines. With the increase in
restriction of pollutant in the exhaust of engine, manufacturers are more
concerned about the sustainability of diesel engines at economical
rates. This is made possible by introducing new ways of emission
controls. Modern automobile engines use exhaust gas recirculation(EGR)
to reduce nitrogen oxide emissions. Some gas is routed from the
exhaust system back into the intake system. This dilutes the intake gas
mixture with non-combustibles, which then lowers the maximum
combustion temperature and consequently reduces the generation of
nitrogen oxides. The amount of EGR can be as high as 15-20% of the
total mass and is regulated according to engine operating conditions.
Under some conditions, such-.as starting or WOT, no EGR is used. In
addition to reducing the maximum combustion temperature, EGR
increases the intake mixture temperature and affects fuel evaporation.
The exhaust gas, added to the fuel, oxygen, and combustion products,
increases the specific heat capacity of the cylinder contents, which
lowers the adiabatic flame temperature. In a typical automotive sparkignited (SI) engine, 5 to 15 percent of the exhaust gas is routed back to
the intake as EGR. The maximum quantity is limited by the requirement
of the mixture to sustain a contiguous
flame front during the combustion
event; excessive EGR in poorly set up
applications can cause misfires and
partial burns. Although EGR does
measurably slow combustion, this can
largely be compensated for by
advancing spark timing. The impact of
EGR on engine efficiency largely
depends on the specific engine

design, and sometimes leads to a compromise between efficiency and

NOx emissions.

10.1.4 Air injection :

Since no internal combustion engine is 100% efficient, there
will always be some unburned fuel in the exhaust. This increases
hydrocarbon
emissions. To eliminate
this
source
of
emissions
an
air
injection system was
created.
Combustion
requires fuel, oxygen
and heat. Without any
one of the three,
combustion
cannot
occur.
Inside
the
exhaust manifold there
is sufficient heat to
support combustion, if
we introduce some
oxygen
than
any
unburned fuel will ignite.
This combustion will not produce any power, but it will reduce excessive
hydrocarbon emissions. Unlike in the combustion chamber, this
combustion is uncontrolled, so if the fuel content of the exhaust is
excessive, explosions, that sound like popping, will occur. There are
times when under normal conditions, such as deceleration, when the
fuel content is excessive. Under these conditions we would want to shut
off the air injection system. This is accomplished through the use of a
diverter valve, which instead of shutting the air pump off, diverts the air
away from the exhaust manifold. Since all of this is done after the
combustion process is complete, this is one emission control that has no
effect on engine performance. The only maintenance that is required is
a careful inspection of the air pump drive belt.
14.0