University of Pitesti

Faculty of Mechanics and Tehnology

Depollution method for exaust gases ,in a turbo-

charged petrol engine

Coordinator: Student:

prof.univ.dr. Ivan-Florian Dima Alin-Valeriu

EASM II

Enviromental problems for automotive engineering

Pitesti 2018

1
Summary

Contents
1.Introduction ............................................................................................................................................... 3
2.Exaust gases ............................................................................................................................................. 12
3. Main motor vehicle emissions............................................................................................................ 13
NOx ..................................................................................................................................................... 13
Volatile organic compounds ............................................................................................................... 14
Carbon monoxide (CO)....................................................................................................................... 14
Hazardous air pollutants (toxics) ........................................................................................................ 15
Particulate matter (PM10 and PM2.5).................................................................................................... 15
Carbon dioxide (CO2) ......................................................................................................................... 15
4.Deppolution method................................................................................................................................ 15
4.1 Variable valve timing............................................................................................................................. 15
5.Exaust gase depollution ........................................................................................................................... 20
NOx Emissions .................................................................................................................................. 20
Exhaust Gas Recirculation.............................................................................................................. 21
Advantages of EGR ......................................................................................................................... 22
Disadvantages and Difficulties of EGR ......................................................................................... 22
Application of Cambustion Analyzers to EGR Development ..................................................... 23
What are the strengths of EGR? ......................................................................................................... 25
6.TWC system (three way catalyst)............................................................................................................. 26
Three-way[edit] ................................................................................................................................. 28
Environmental impact[edit].............................................................................................................. 28
7.NOx adsorber ........................................................................................................................................... 29
Purpose and function of a NOx adsorber .............................................................................................. 29
Operation Principle ................................................................................................................................. 30
8. The Gasoline Particulate Filter ................................................................................................................ 30
9.Conclusion ........................................................................................................................................... 33

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1.Introduction
In recent years concern about exhaust emissions from motor vehicles has been increasing.
To combat this, the motor industry has been promoting the diesel car as cleaner than petrol cars,
due to their greater fuel economy and reduced maintenance requirements. However, diesel cars
have very different emission characteristics, and an increase in diesel cars at the expense of
petrol cars could have important implications on urban air quality, smog formation, global
warming and other environmental issues. Emissions of lead are falling due to the banning of
leaded fuel in the UK and many other countries. Recently there has been much debate about
which fuel, diesel or petrol, is the cleanest in terms of exhaust emissions. Unfortunately there is
no clear answer due to the lack of measurements of emissions from both types of fuel, although
data from track tests and dynamometers have shown certain trends.

Emissions from Petrol Vehicles

Emissions from petrol cars have been dramatically reduced by the introduction of
catalytic converters, which oxidise pollutants such as CO to less harmful gases such as CO2.
When compared to petrol cars without catalysts, catalyst cars have much lower CO, HC and
NOx emissions, at the expense of CO2 emissions, which increase due to the oxidation of carbon
monoxide to CO2. As a consequence of this, a catalyst car will also use slightly more fuel and
become less efficient. However, despite these improvements, petrol cars with catalysts still
produce more CO and HC than diesel cars, although exhaust emissions of NOx and particulates
are much lower than diesel cars. In fact particulate emissions from petrol cars are so low that
they are not routinely measured.

In recent years, legislative and market requirements have driven the need to reduce fuel
consumption while meeting increasingly stringent exhaust emissions. This trend has dictated
increasing complexity in automotive engines and new approaches to engine design. A key
research objective for the automotive engineering community has been the potential combination
of gasoline-engine specific power with diesel-like engine efficiency in a cost-competitive,
production-feasible power train. One promising engine development route for achieving these
goals is the potential application of lean burn direct injection (DI) for gasoline engines. In
carburetors the fuel is sucked due to the pressure difference caused by the incoming air. This will
affect the functioning of the carburetor when density changes in air are appreciable. There was a
brief period of electronically controlled carburetor, but it was abandoned due to its complex
nature. On the other hand in fuel injection the fuel is injected into the air.

TRANSITION OF FUEL SUPPLY SYSTEM

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The transition of the fuel supply system used in automobiles is graphically shown below. In
carburetor the fuel from the fuel chamber is sucked in by the pressure variation caused due to the
incoming air. The fuel then mixes with the air and reaches the cylinder through the inlet
manifold. Where as in a port injection system the fuel to the cylinder is supplied by a separate
fuel injector placed near the inlet valve of the cylinder. And in a direct injection system the fuel
to the cylinder is supplied by a fuel injector placed inside the cylinder.

Fig1: Transition of Fuel Supply System

OPERATING DIFFICULTIES FOR A CARBURETOR.
Some problems associated with comfortable running of the carburetor are discussed here.

1. Ice formation: The vaporisation of the fuel injected in the current of the air requires latent heat
and the taken mainly from the incoming air. As a result of this, the temperature of the air drops
below the dew point of the water vapour in the air and it condenses and many times freeze into
ice if the temperature falls below dew point temperature.

2. Vapour Lock: The improved volatility of modern fuels and the necessity of providing heat to
prevent the ice formation, has created carburetion difficulties due to vaporisation of fuel in
pipes and float chamber. The heating may also occur due to petrol pipes being near the engine.
If the fuel supply is large and supply is small, a high velocity will result causing high vacuum. This
causes considerable drop which may also cause the formation of vapour bubbles. If these

4
 bubbles formed accumulate at the tube bend, then they may interrupt the fuel flow from the
tank or the fuel pump and engine will stop because of lack of fuel. Vapour lock is formed
because of rapid bubbling of fuel and usually happens in hot summer.

3. Back Firing: During the starting of an engine under cold working conditions, the usual
manipulation of the choke varies the mixture from too lean to too rich. A very lean mixture will
burn very slowly and the flame may still exist in cylinder when the exhaust valve is about to
open. The fresh charge in the intake manifold is about to open. The fresh charge in the intake
manifold is not so diluted as when inducted into the cylinder and mixed with the clearance gases
and consequently burn more rapidly than the charge in the cylinder. If lean charge comes in
contact with flames existing in the cylinder, there will be flash of flame back through the intake
manifold, burning the charge therein and causing the customary back firing in the carburetor.

ADVANTAGES OF FUEL INJECTION OVER CARBURETOR

 The fuel injection eliminates several intake manifold distribution problems. One of the most
difficult problems in a carbureted system is to get the same amount and richness of air-fuel
mixture to each cylinder. The problem is that the intake manifold acts as a storing device,
sending a richer air fuel mixture to the end cylinders. The air flows readily around the corners
and through various shaped passages. However the fuel, because it is heavier is unable to travel
as easily around the bends in the intake manifold. As a result, some of fuel particles continue to
move to the end of the intake manifold, accumulating there. This enriches the mixture going the
end cylinder. The center cylinder closest to the carburetor gets the leanest mixture. The port
injection solves this problem because the same amount of fuel is injected at each intake valve
port. Each cylinder gets the same amount of air-fuel mixture of the same mixture richness.

 Another advantage of the fuel injection system is that the intake manifold can be designed for
the most efficient flow of air only. It does not have to handle fuel. Also, because only a throttle
body is used, instead of a complete carburetor, the hood height of the car can be lowered.

 With fuel injection, fuel mixture requires no extra heating during warm up. No manifold heat
control valve or heated air system is required. Throttle response is faster because the fuel is
under pressure at the injection valves at all times. An electric fuel pump supplies the pressure.
The carburetor will depend on differences in air pressure as the force that causes the fuel to
feed into the air passing through.

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  Fuel injection has no choke, but sprays atomized fuel directly into the engine. This eliminates
most of the cold start problems associated with carburetors.

 Electronic fuel injection also integrates more easily with computerized engine control systems
because the injectors are more easily controlled than a mechanical carburetor with electronic
add-ons.

 Multi port fuel injection (where each cylinder has its own injector) delivers a more evenly
distributed mixture of air and fuel to each of the engine's cylinders, which improves power and
performance.

 Sequential fuel injection (where the firing of each individual injector is controlled separately by
the computer and timed to the engine's firing sequence) improves power and reduces
emissions.

ELECTRONIC FUEL INJECTION

The main components of electronic fuel injection are described below.

1. Engine Control Unit (ECU)

2. Sensors

3. Fuel Injectors

Engine Control Unit (ECU): This unit is the heart of electronic injection system which is
responsible for metering the quantity of fuel supplied to each cylinder. The unit contains a
number of printed circuits boards on which, a series of transistors, diodes and other electronic
components are mounted. This makes the vital data analysing circuits responding to various
input signals. After processing the input data, the power output circuits in the control unit
generates current pulses which are transmitted to the solenoid injectors to operate the
injector for the required period.

For example, when the pedal of the vehicle is stepped on, the throttle valve (this is the valve that
regulates how much air enters the engine) opens up more, letting in more air. The engine control
unit (ECU) "sees" the throttle valve open with the help of sensors and increases the fuel rate in

6
anticipation of more air entering the engine. It is important to increase the fuel rate as soon as the
throttle valve opens; otherwise, when the gas pedal is first pressed, there may be a hesitation as
some air reaches the cylinders without enough fuel in it. Sensors monitor the mass of air entering
the engine, as well as the amount of oxygen in the exhaust. The ECU uses this information to
fine-tune the fuel delivery so that the air-to-fuel ratio is just right.

The ECU generally works in two operating modes, namely open loop and closed loop. In closed
loop Oxygen sensor is used to sense the quantity of excess Oxygen in the smoke and this
information is used for the next cycle of injection. This is also called feedback mode. On the
other hand in open loop system the Oxygen sensor is not used.

ECU Engine
Exhaust

Fig2: Open loop Operation mode

Engine
Oxygen Exhaust
ECU Sensor

Fig3: Closed loop Operation mode

Engine Sensors: In order to provide the correct amount of fuel for every operating
condition, the engine control unit (ECU) has to monitor a huge number of input sensors. Here
are just a few:

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 Fig4: Various Sensors used in a GDI system

 Mass airflow sensor - Tells the ECU the mass of air entering the engine

 Oxygen sensor - The device measures the amount of oxygen in the exhaust gas and sends this
information to the electronic control unit. If there is too much oxygen, the mixture is too lean. If
there is too little, the mixture is too rich. In either case, the electronic control unit adjusts the air
fuel ratio by changing the fuel injected. It is usually used with closed loop mode of the ECU.

 Throttle position sensor - Monitors the throttle valve position (which determines how much air
goes into the engine) so the ECU can respond quickly to changes, increasing or decreasing the
fuel rate as necessary

 Coolant temperature sensor - Allows the ECU to determine when the engine has reached its
proper operating temperature

 Voltage sensor - Monitors the system voltage in the car so the ECU can raise the idle speed if
voltage is dropping (which would indicate a high electrical load)

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  Manifold absolute pressure sensor - Monitors the pressure of the air in the intake
manifold. The amount of air being drawn into the engine is a good indication of how
much power it is producing; and the more air that goes into the engine, the lower the
manifold pressure, so this reading is used to gauge how much power is being produced.

 Engine speed sensor - Monitors engine speed, which is one of the factors used to
calculate the pulse width.

 Crank Angle sensor - Monitors the position of the piston and gives the information to the
ECU. Accordingly the ECU adjusts the valve timing.

Fuel Injectors:
The solenoid-operated fuel injector is shown in the figure above. It consists of a valve body and needle
valve to which the solenoid plunger is rigidly attached. The fuel is supplied to the injector under
pressure from the electric fuel pump passing through the filter. The needle valve is pressed against a
seat in the valve body by a helical spring to keep it closed until the solenoid winding is energized. When
the current pulse is received from the electronic control unit, a magnetic field builds up in the solenoid
which attracts a plunger and lifts the needle valve from its seat. This opens the path to pressurised fuel
to emerge as a finely atomised spray.

The amount of fuel supplied to the engine is determined by the amount of time the fuel injector
stays open. This is called the pulse width, and it is controlled by the ECU.

The injectors are mounted in the intake manifold so that they spray fuel directly at the
intake valves. A pipe called the fuel rail supplies pressurized fuel to all of the injectors.

Fig5: Electronic Fuel Injector

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ELECTRONIC FUEL INJECTION
There are two types of electronic fuel injection. They are,

1. Multipoint Fuel Injection (MPFI)

2. Gasoline Direct Injection (GDI)

MULTI POINT FUEL INJECTION (MPFI)

Engines with multi port injection have a separate fuel injector for each cylinder, mounted in the intake
manifold or head just above the intake port.

Fig6: Fuel Injection in a MPFI system

Thus, a four-cylinder engine would have four injectors, a V6 would have six injectors and a V8
would have eight injectors. Multi port injection systems are more expensive because of the added
number of injectors. But having a separate injector for each cylinder makes a big difference in
performance. The same engine with multi port injection will typically produce 10 to 40 more
horsepower than one with carburetor because of better cylinder-to-cylinder fuel distribution.

Injecting fuel directly into the intake ports also eliminates the need to preheat the intake manifold
since only air flows through the manifold. This, in turn, provides more freedom for tuning the
intake plumbing to produce maximum torque.

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GASOLINE DIRECT INJECTION (GDI)

Fig7: A GDI System

In conventional engines, fuel and air are mixed outside the cylinder. This ensures waste
between the mixing point and the cylinder, as well as imperfect injection timing. But in the GDI
engine, petrol is injected directly into the cylinder with precise timing, eliminating waste and
inefficiency. By operating in two modes, Ultra-Lean Combustion Mode and Superior Output
Mode, the GDI engine delivers both unsurpassed fuel efficiency and superior power and torque.
The GDI engine switches automatically between modes with no noticeable shift in performance.
All the driver notices is a powerful driving experience, and much lower fuel bills. It's the best
engine on the market. A Gasoline direct injection system consist various components as shown
in the figure below.

Source:

ENERGY & ENVIRONMENTAL ANALYSIS, INC. “Cost & Benefits of the Gasoline

Direct Injection Engine”, Arlington, VA 22209.

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 YONG-JIN KIM, “Effect of Motion on Fuel Spray Characteristics in A GDI Engine”,

Institute for Advanced Engineering, 1999-01-0177.

MAJOR OBJECTIVES OF THE GDI ENGINE

 Ultra-low fuel consumption, which betters that of diesel engines.

 Superior power to conventional MPI engines

2.Exaust gases

Exhaust gas or flue gas is emitted as a result of the combustion of fuels such as natural
gas, gasoline, petrol, biodiesel blends,[1]diesel fuel, fuel oil, or coal. According to the type of
engine, it is discharged into the atmosphere through an exhaust pipe, flue gas stack, or propelling
nozzle. It often disperses downwind in a pattern called an exhaust plume.
It is a major component of motor vehicle emissions (and from stationary internal combustion
engines), which can also include:

 Crankcase blow-by
 Evaporation of unused gasoline
Motor vehicle emissions contribute to air pollution and are a major ingredient in the creation
of smog in some large cities. A 2013 study by MIT indicates that 53,000 early deaths occur per
year in the United States alone because of vehicle emissions.[2] According to another study from
the same university, traffic fumes alone cause the death of 5,000 people every year just in the
United Kingdom.
uring the first two minutes after starting the engine of a car that has not been
operated for several hours, the amount of emissions can be very high. This
occurs for two main reasons:

 Rich air-fuel ratio requirement in cold engines: When a cold engine is started, the fuel
does not vaporize completely, creating higher emissions of hydrocarbons, nitrogen
oxides and carbon monoxide, which diminishes only as the engine reaches operating
temperature. The duration of this start-up phase has been reduced by advances in materials
and technology, including computer-controlled fuel injection, shorter intake lengths, and pre-
heating of fuel and/or inducted air.

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 Inefficient catalytic converter under cold conditions: Catalytic converters are very
inefficient until up to their operating temperature. This time has been much reduced by
moving the converter closer to the exhaust manifold and even more so placing a small yet
quick-to-heat-up converter directly at the exhaust manifold. The small converter handles the
start-up emissions, which allows enough time for the larger main converter to heat up.
Further improvements can be realised in many ways,[4] including electric heating, thermal
battery, chemical reaction preheating, flame heating and superinsulation.

3. Main motor vehicle emissions

NOx

Fig.8.Smog

Smog in New York City as viewed from the World Trade Center in 1988
Mono-nitrogen oxides NO and NO2 (whether produced this way or naturally by lightning) react
with ammonia, moisture, and other compounds to form nitric acid vapor and related particles.
Small particles can penetrate deeply into sensitive lung tissue and damage it, causing premature
death in extreme cases. Inhalation of NO species increases the risk of lung cancer[9] and
colorectal cancer.[10] and inhalation of such particles may cause or worsen respiratory diseases
such as emphysema and bronchitis and heart disease.[11][12][13]
In a 2005 U.S. EPA study the largest emissions of NOx came from on road motor vehicles, with
the second largest contributor being non-road equipment which is mostly gasoline and diesel
stations.[13]
The resulting nitric acid may be washed into soil, where it becomes nitrate, which is useful to
growing plants.

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Volatile organic compounds

Non-road equipment is mostly gasoline and diesel stations.[14]

When oxides of nitrogen (NOx) and volatile organic compounds (VOCs) react in the presence of
sunlight, ground level ozone is formed, a primary ingredient in smog. A 2005 U.S. EPA report
gives road vehicles as the second largest source of VOCs in the U.S. at 26% and 19% are from
non road equipment which is mostly gasoline and diesel stations.[14] 27% of VOC emissions are
from solvents which are used in the manufacturer of paints and paint thinners and other uses.[15]
Ozone is beneficial in the upper atmosphere,[16] but at ground level ozone irritates the respiratory
system, causing coughing, choking, and reduced lung capacity.[17] It also has many negative
effects throughout the ecosystem.[18]
Carbon monoxide (CO)

Fig.9 Co Mixing Ratio at Surface

Source:Wikipedia

MOPITT satellite computer image of carbon monoxide March 2010

Carbon monoxide poisoning is the most common type of fatal air poisoning in many
countries.[19] Carbon monoxide is colorless, odorless and tasteless, but highly toxic. It combines
with hemoglobin to produce carboxyhemoglobin, which is ineffective for delivering oxygen to
bodily tissues. In 2011, 52% of carbon monoxide emissions were created by mobile vehicles in
the U.S.[20]

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Hazardous air pollutants (toxics)
Chronic (long-term) exposure to benzene (C6H6) damages bone marrow. It can also cause
excessive bleeding and depress the immune system, increasing the chance of infection. Benzene
causes leukemia and is associated with other blood cancers and pre-cancers of the blood.[21][22]
Particulate matter (PM10 and PM2.5)
The health effects of inhaling airborne particulate matter have been widely studied in humans
and animals and include asthma, lung cancer, cardiovascular issues,
[23][24][25]
premature death. Because of the size of the particles, they can penetrate the deepest part
of the lungs.[26] A 2011 UK study estimates 90 deaths per year due to passenger vehicle
PM.[27] In a 2006 publication, the U.S. Federal Highway Administration (FHWA) state that in
2002 about 1 per-cent of all PM10 and 2 per-cent of all PM2.5 emissions came from the exhaust of
on-road motor vehicles (mostly from diesel engines).[28]
Carbon dioxide (CO2)
Carbon dioxide is a greenhouse gas. Motor vehicle CO2 emissions are part of the anthropogenic
contribution to the growth of CO2 concentrations in the atmosphere which according to the vast
majority of the scientific community is causing climate change.[29] Motor vehicles are calculated
to generate about 20% of the European Union's man-made CO2emissions, with passenger cars
contributing about 12%.[30] European emission standards limit the CO2 emissions of new
passenger cars and light vehicles. The European Union average new car CO2 emissions figure
dropped by 5.4% in the year to the first quarter of 2010, down to 145.6 g/km.[31]

4.Deppolution method

4.1 Variable valve timing

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 Fig.10.Example of an engine

Cylinder head of Honda K20Z3. This engine uses continuously variable timing for the inlet
valves

In internal combustion engines, variable valve timing (VVT) is the process of altering the timing of
a valve lift event, and is often used to improve performance, fuel economy or emissions. It is
increasingly being used in combination with variable valve lift systems. There are many ways in
which this can be achieved, ranging from mechanical devices to electro-hydraulic
and camless systems. Increasingly strict emissions regulations are causing[citation needed] many
automotive manufacturers to use VVT systems.

Two-stroke engines use a power valve system to get similar results to VVT.

After multi-valve technology became standard in engine design, Variable Valve Timing becomes
the next step to enhance engine output, no matter power or torque.

As you know, valves activate the breathing of engine. The timing of breathing, that is, the timing
of air intake and exhaust, is controlled by the shape and phase angle of cams. To optimise the
breathing, engine requires different valve timing at different speed. When the rev increases, the
duration of intake and exhaust stroke decreases so that fresh air becomes not fast enough to enter
the combustion chamber, while the exhaust becomes not fast enough to leave the combustion
chamber. Therefore, the best solution is to open the inlet valves earlier and close the exhaust
valves later. In other words, the Overlapping between intake period and exhaust period should
be increased as rev increases.

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 Source: http://www.austincc.edu

Fig.11,12.Normale valve and vvt difference

Without Variable Valve Timing technology, engineers used to choose the best
compromise timing. For example, a van may adopt less overlapping for the benefits of low speed
output. A racing engine may adopt considerable overlapping for high speed power. An ordinary
sedan may adopt valve timing optimise for mid-rev so that both the low speed drivability and
high speed output will not be sacrificed too much. No matter which one, the result is
just optimised for a particular speed.

With Variable Valve Timing, power and torque can be optimised across a wide rpm band. The
most noticeable results are:

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The engine can rev higher, thus raises peak power. For example, Nissan's 2-litre Neo VVL
engine output 25% more peak power than its non-VVT version.

Low-speed torque increases, thus improves drivability. For example, Fiat Barchetta's 1.8 VVT
engine provides 90% peak torque between 2,000 and 6,000 rpm.

Moreover, all these benefits come without any drawback.

Variable Lift

In some designs, valve lift can also be varied according to engine speed. At high speed, higher
lift quickens air intake and exhaust, thus further optimise the breathing. Of course, at lower speed
such lift will generate counter effects like deteriorating the mixing process of fuel and air, thus
decrease output or even leads to misfire. Therefore the lift should be variable according to engine
speed.

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VARIABLE VALVE TIMING

Diagram from Wikimedia Commons

Fig 13.Variable valve timing construction

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 A typical engine's intake and exhaust valves are opened via the lobes on a camshaft. With

dual overhead cam engines, there are separate camshafts for exhaust valves and intake valves.

These camshafts are made of hardened iron or steel and are connected to the crankshaft via

timing belts, chains, or gears. Since modern gasoline engines incorporate the four-stroke cycle,

this means that the camshafts rotate once for every two crankshaft rotations. To reinforce this

point, consider the intake stroke of an engine. The intake valve is open, meaning the camshaft

lobe is pushing against the cam follower and opening the valve. Lets trace the motion of this cam

lobe and compare it to the motion of the crankshaft.

5.Exaust gase depollution

NOx Emissions
In many countries around the world, the emissions of NOx from diesel and
gasoline vehicles are restricted by legislation. NOx is formed in the combustion
chamber of engines, when high temperatures cause oxygen and nitrogen (both
found in the air supplied for combustion) to combine.

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Exhaust Gas Recirculation

Fig.14.Engine section

A widely adopted route to reduce NOx emissions is Exhaust Gas Recirculation (EGR).
This involves recirculating a controllable proportion of the engine's exhaust back into the intake
air. A valve is usually used to control the flow of gas, and the valve may be closed completely if
required.
The substitution of burnt gas (which takes no further part in combustion) for oxygen rich
air reduces the proportion of the cylinder contents available for combustion. This causes a
correspondingly lower heat release and peak cylinder temperature, and reduces the formation of
NOx. The presence of an inert gas in the cylinder further limits the peak temperature (more than
throttling alone in a spark ignition engine).
The gas to be recirculated may also be passed through an EGR cooler, which is usually of the
air/water type. This reduces the temperature of the gas, which reduces the cylinder charge
temperature when EGR is employed. This has two benefits- the reduction of charge temperature
results in lower peak temperature, and the greater density of cooled EGR gas allows a higher
proportion of EGR to be used. On a diesel engine the recirculated fraction may be as high as
50% under some operating conditions.

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 Fig15.EGR delay
Source:https://www.sciencedirect.com

Advantages of EGR
 Reduced NOx
 Potential reduction of throttling losses on spark ignition engines at part
load
 Improved engine life through reduced cylinder temperatures (particularly
exhaust valve life)

Disadvantages and Difficulties of EGR

Since EGR reduces the available oxygen in the cylinder, the production of particulates (fuel
which has only partially combusted) is increased when EGR is applied. This has traditionally

22
 A problem with diesel engines, where the trade-off between NOx and particulates is a
familiar one to calibrators.
The deliberate reduction of the oxygen available in the cylinder will reduce the peak
power available from the engine. For this reason the EGR is usually shut off when full power is
demanded, so the EGR approach to controlling NOx fails in this situation.
The EGR valve can not respond instantly to changes in demand, and the exhaust gas
takes time to flow around the EGR circuit. This makes the calibration of transient EGR behavior
particularly complex- traditionally the EGR valve has been closed during transients and then re-
opened once steady state is achieved. However, the spike in NOx / particulate associated with
poor EGR control makes transient EGR behavior of interest.
The recirculated gas is normally introduced into the intake system before the intakes
divide in a multi-cylinder engine. Despite this, perfect mixing of the gas is impossible to achieve
at all engine speeds / loads and particularly during transient operation. For example poor EGR
distribution cylinder-to-cylinder may result in one cylinder receiving too much EGR, causing
high particulate emissions, while another cylinder receives too little, resulting in high
NOx emissions from that cylinder.
Although the term EGR usually refers to deliberate, external EGR, there is also a level
of internal EGR. This occurs because the residual combustion gas remaining in the cylinder at
the end of the exhaust stroke is mixed with the incoming charge. There is therefore a proportion
of internal EGR which must be taken into account when planning EGR strategies. The
scavenging efficiency will vary with engine load, and in an engine fitted with variable valve
timing a further parameter must be considered.

Application of Cambustion Analyzers to EGR

Development
Cambustion's CLD500 NOx analyzer offers two channels of simultaneous NOx measurement,
with a T10-90% of 10ms or less. This allows NOx concentrations in the exhaust to be measured for
each firing cycle, allowing cyclic variability to be observed.
Cambustion's NDIR500 CO&CO2 analyzer offers two channels of simultaneous CO &
CO2 measurement, with a T10-90% of 8ms. This allows a variety of applications:
Sampling with the NDIR500 in the intake allows measurement of CO2 concentration in the
intake charge. Measurement of exhaust CO2with the other channel of the NDIR allows
calculation of the external EGR rate, on a cycle by cycle basis.
Depending on the location of the intake probe, either the overall EGR rate or the EGR rate
specific to one cylinder may be measured. This allows verification and improvement of EGR
modeling and EGR distribution, including transients.
Sampling with the NDIR probes at different points through the EGR loop allows characterization
of EGR system delays and behavior.

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Comparison of the CO2 concentration in the pre-combustion gas with the exhaust gas from the
previous cycle allows total EGR (internal + external) to be calculated. This technique can
therefore reveal cyclical variation, as well as cylinder to cylinder variation. Such a capability
may also be useful when verifying the effects of variable valve timing.

Cambustion's DMS Series particulate analyzers are capable of making exhaust particulate
concentration measurements (both particle number and particle mass) and have a T10-90%
response time as low as 200ms. While this is not fast enough for cycle by cycle resolutions, the
DMS series allows fine tuning of EGR for particulate emissions, and the ability to measure
directly in the exhaust allows comparison of different cylinders.

Fig.16EGR system

Source: https://www.dieselnet.com

Exhaust gas recirculation (EGR) is used to reduce the levels of NOx emitted by the engine. By
recirculating exhaust gases into the engine’s cylinder, a percentage of the air is replaced with
CO2. This process lowers the combustion temperature due to the reduced amount of oxygen
which, in turn, reduces the amount of NOx formed.

The exhaust gases can either be externally cooled and piped into the inlet manifold or managed
internally through the camshaft.

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What are the strengths of EGR?
 EGR is an efficient process for reducing NOx levels. It is a proven technology
in on- and off-highway applications

 The impact of EGR on the engine packaging or envelope is minimal

 EGR is commonly used in off-highway applications

 EGR-based systems can benefit from improved fluid consumption over non-
EGR systems

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6.TWC system (three way catalyst)
"Two-way" converters combine oxygen with carbon monoxide (CO)
and unburned hydrocarbons (HC) to produce carbon dioxide (CO2)
and water (H2O). In 1981, two-way catalytic converters were rendered obsolete by "three-way"
converters that also reduce oxides of nitrogen (NOx);
Composition

The current three-way catalyst,is generally a multi component material, containing the
precious metals rhodium, platinum and (to a lesser extent) palladium, ceria (CeO2), γ-alumina
(Al2O3), and other metal oxides. It typically consists of a ceramic monolith of cordierite
(2Mg.2Al2O3. 5SiO2) with strong porous walls enclosing an array of parallel channels. A
typical monolith has 64 channel openings per square centimeter (400 per in2), This design allows
a high rate of flow of exhaust gasesCordierite is used because it can withstand the high
temperatures in the exhaust, and the high rate of thermal expansion encountered when the engine
first starts – typically, the exhaust gas temperature can reach several hundred degrees in less than
a minute.

Metallic monoliths are also used, particularly for small converters, but these are more
expensive.The catalytic converter, in a metal canister, is placed in the exhaust system of the
vehicle. As the exhaust gases pass through it, they flow through the channels in the ceramic
monolith, where they encounter the particles of alumina impregnated with the metal catalysts.

Source: https://www.linkedin.com
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Catalyst performance

Fig.17 Catalyst performance

A catalytic converter is an exhaust emission control device that converts toxic gases
and pollutants in exhaust gas from an internal combustion engine to less toxic pollutants
by catalyzing a redox reaction (an oxidation and a reduction reaction). Catalytic converters are
usually used with internal combustion engines fueled by either petrol (gasoline) or diesel—
including lean-burn engines as well as kerosene heaters and stoves.

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Three-way[edit]
Three-way catalytic converters (TWC) have the additional advantage of controlling the
emission of nitric oxide (NO) and nitrogen dioxide (NO2) (both together abbreviated
with NOxand not to be confused with nitrous oxide (N2O)), which are precursors to acid
rain and smog.[18]
Since 1981, "three-way" (oxidation-reduction) catalytic converters have been used in vehicle
emission control systems in the United States and Canada; many other countries have also
adopted stringent vehicle emission regulations that in effect require three-way converters on
gasoline-powered vehicles. The reduction and oxidation catalysts are typically contained in a
common housing; however, in some instances, they may be housed separately. A three-way
catalytic converter has three simultaneous tasks:[18]
Reduction of nitrogen oxides to nitrogen (N2)

 2 CO + 2 NO → 2 CO2 + N2
 hydrocarbon + NO → CO2 + H2O + N2
 2 H2 + 2 NO → 2 H2O + N2
Oxidation of carbon monoxide to carbon dioxide

 2 CO + O2 → 2 CO2
Environmental impact[edit]
Catalytic converters have proven to be reliable and effective in reducing noxious tailpipe
emissions. However, they also have some shortcomings in use, and also adverse environmental
impacts in production:

 An engine equipped with a three-way catalyst must run at the stoichiometric point, which
means more fuel is consumed than in a lean-burn engine. This means approximately 10%
more CO2 emissions from the vehicle.
 Catalytic converter production requires palladium or platinum; part of the world supply of
these precious metals is produced near Norilsk, Russia, where the industry (among others)
has caused Norilsk to be added to Time magazine's list of most-polluted places.[32]
 Pieces of catalytic converters can cause wild fires, especially in dry areas

Source:Wikipedia

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7.NOx adsorber

A NOx adsorber or NOx trap (also called Lean NOx trap, abbr. LNT)[1] is a
device that is used to reduce oxides of nitrogen (NO and NO2) emissions from a lean
burn internal combustion engine by means of adsorption.

Purpose and function of a NOx adsorber

A NOx adsorber is designed to reduce oxides of nitrogen emitted in the exhaust gas of a
lean burn internal combustion engine. Lean burn engines, particularly diesels, present a special
challenge to emission control system designers because of the relatively high levels of
O2 (atmospheric oxygen) in the exhaust gas. The 3-way catalytic converter that has been
successfully used since the 1980s on stoichiometric engines (such as fueled
by petrol, LPG, CNG, or ethanol) will not function at O2 levels in excess of 1.0%, and does not
function well at levels above 0.5%. Because of the increasing need to limit NOx emissions from
diesel engines, technologies such as exhaust gas recirculation (EGR) and selective catalytic
reduction (SCR) have been used, however EGR is of limited effectiveness and SCR requires a
continuous supply of reductant to the exhaust.
The NOx adsorber was designed to avoid the problems that EGR and SCR experienced. An
adsorbant such as zeolite traps the NO and NO2 molecules — acting as a molecular sponge.
Once the trap is full (like a sponge full of water) no more NOx can be absorbed. Various schemes
have been designed to "purge" or "regenerate" the trap. One of possible reactants used to this aim
is diesel fuel. Injection of diesel fuel before the adsorber can purge it — the NOx is made to
desorb and react with hydrocarbons under rich conditions to produce water and nitrogen.
Also hydrogen is a good reductant, but is dangerous and difficult to store. Some experimental
systems have used fuel reformers for on-board hydrogen generation.

Fig.18.Nox adsorber

Source: https://www.nissan-global.com

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Operation Principle
While conventional NOx-trap catalysts reduced only NOx under the rich condition, the
new catalyst has an additional HC-trap layer to efficiently use HC, a regulated substance, for
generating a chemical reaction of NOx reduction. This helps realize highly efficient removal of
HC and NOx even if under the rich conditon.

HC, a regulated substance is effectively used to generate a chemical reaction of NOx reduction.
This helps realize highly efficient removal of HC and NOx.
1. Distribution of catalyst components has been optimized to realize highly efficient chemical
reaction of HC and NOx reduction.
2. Advanced distribution/coating technology for each component has been used to efficiently
trap HC while maintaining the high NOx reduction performance.

8. The Gasoline Particulate Filter

GDI is a key technology of gasoline engine development to reduce CO2 emissions while
improving torque and power output. However the drawback of GDI engines is an increase in
Particle Number (PN) emissions compared to conventional Port Fuel Injection (PFI) engines.
Latest GDI vehicles can achieve the PN limit of 6×1011/km on the regulatory test cycle (NEDC
or WLTC) but the RDE test procedure however also includes particle counting in a wide range of
engine map operation.
As of September 2017 a Not-To-Exceed (NTE) emissions limit is set for Real-Driving Emissions
(RDE) of new car models with a Conformity Factor (i.e. NTE/Euro 6 limit ratio) of 1.5 (1.0 +
error margin of 0.5 to be reviewed) for the number of particles. It will apply to all new cars in
September 2018. To meet that challenge, the Gasoline Particulate Filter (GPF) has been
developed for GDI cars and has been introduced to the market with the entry into force of RDE
requirements for PN.

GDI is a key technology of gasoline engine development to reduce CO2 emissions while
improving torque and power output. However the drawback of GDI engines is an increase in
Particle Number (PN) emissions compared to conventional Port Fuel Injection (PFI) engines.
Latest GDI vehicles can achieve the PN limit of 6×1011/km on the regulatory test cycle (NEDC
or WLTC) but the RDE test procedure however also includes particle counting in a wide range of
engine map operation.

30
As of September 2017 a Not-To-Exceed (NTE) emissions limit is set for Real-Driving Emissions
(RDE) of new car models with a Conformity Factor (i.e. NTE/Euro 6 limit ratio) of 1.5 (1.0 +
error margin of 0.5 to be reviewed) for the number of particles. It will apply to all new cars in
September 2018. To meet that challenge, the Gasoline Particulate Filter (GPF) has been
developed for GDI cars and has been introduced to the market with the entry into force of RDE
requirements for PN. It is not trivial to fit a filter into a gasoline exhaust system that already
contains one or more three-way catalysts (TWCs) to control hydrocarbons (HC), carbon
monoxide (CO), and nitrogen oxides (NOx). Often there is room underbody, downstream of
the TWC(s), and the filter may be used without catalytic coating because it is not needed to
meet emissions; however, the filter will be colder and will tend to trap more soot, possibly
needing active regenerations. On the other hand, some vehicles have very little ground
clearance, and the filter must go in a location closer to the engine. If there are two existing
TWCs, the filter may replace the second catalyst and would need to have catalytic coating
itself to preserve emission control at higher speed/load conditions. The closer location is
warmer and may tend toward lower soot loadings, because modern gasoline vehicles, while
mostly operated at stoichiometric or even slightly rich air/fuel ratios, have fuel cuts during
decelerations that provide oxygen to passively burn soot at favorable temperatures. Whatever
system configuration is chosen, it should meet requirements for packaging, emissions (HC,
CO, NOx, PM, and/or PN), cost, onboard diagnostics (OBD), and backpressure.

Fig.19 Essential component

Catalysed Gasoline Particulate Filter (cGPF)

With upcoming legislations in Europe and China requiring compliance with a particle
number (PN) limit of 6*1011/km, particulate filters will be applied for gasoline engines. It is
favorable to combine the catalytic activity for the conversion of gaseous pollutants with the
reduction of particulates in one step. This can be achieved with catalysed gasoline particlulate
filters (cGPF).

31
The working principle of the cGPF is comparable to the well established catalysed diesel
particulate filters (cDPF). Particulate matter is removed from the exhaust by physical filtration
using a honeycomb structure similar to an emissions catalyst substrate but with the channels
blocked at alternate ends. The exhaust gas is thus forced to flow through the porous walls
between the channels and the particulate matter is deposited on and in the walls. The catalytic
coating provides TWC activity and converts CO, HC and NOx simultaneously.
Filter substrates for gasoline engines are typically made of cordierite. Compared to a DPF the
particle size distribution in gasoline exhaust is different (shifted to smaller particles) and the
maximum operation temperature is typically higher for a GPF. This higher temperatures also
allows an easier regeneration of the filter compared to diesel.

Fig.20.Gpf system
Most important system layouts for GPF containing gasoline aftertreatment systems

Source: http://ac.umicore.com

32
 Fig.21.Particulate filter in system

Source: https://www.slideshare.net

9.Conclusion

Fig 22.EURO 6 regulation

-With the new emission regulation ,the diesel engine in the future will disappear,because it will
be very hard to respect the regulation.That means that the Gasoline engine,will dominate ,because it
will still respect the emission regulation.

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 Bibliography:

1) Depollution method for automotive engine Fl.Ivan ,Matrixrom,2014

2) ENERGY & ENVIRONMENTAL ANALYSIS, INC. “Cost & Benefits of the Gasoline

Direct Injection Engine”, Arlington, VA 22209.

3) YONG-JIN KIM, “Effect of Motion on Fuel Spray Characteristics in A GDI Engine”,

Institute for Advanced Engineering, 1999-01-0177.

4) DOMKUNDWAR, “A course in IC engines”.

5) CROUSE/ANGLIN, “Automotive mechanics”.

6) www.mitsubishi-motors.co.jp

7) www.auto.howstuffswork.com

8) www.boschusa.com

9) www.delphi.com

10) https://www.nettinc.com

11) https://en.wikipedia.org

12) https://www.slideshare.net

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