Emission control system

What is emission control system?

The emission control system reduces the emissions, which are harmful to the environment and human
beings produced by automobiles.
The term emission gas in automobile refers the evaporated fuel from the fuel tank and the blow-by gas,
which passes between the piston and the cylinder wall, including the exhaust gas. The emission gas is
harmful to the environment and human beings because it includes such harmful substances as CO (carbon
monoxide), HC (hydrocarbon) and NOx (nitrous oxides).
Vehicles equipped with diesel engines emit not only gases such as CO, HC, NOx but also carbon particles,
which also affect the environment and human beings.

Harmful Gases Produced by Automobiles

1. CO (carbon monoxide)
CO is generated when an insufficient amount of oxygen is taken the combustion chamber (incomplete
combustion).
2C (carbon) + O2 (oxygen) →2CO (carbon monoxide)
When CO is inhaled into the human body, it dissolves in the blood and the blood's ability to deliver oxygen
is hindered. Breathing in large amounts of CO will result in death.
2. HC (hydrocarbon)
HC is generated during incomplete combustion in the same way as CO. Also, HC is generated in the
following cases:
1. When the temperature of the quenching zone is low, it does not reach the combustion temperature.
2. The intake gas blows through when the valve timing overlaps.
The richer the air-fuel mixture is, the more HC is generated. The leaner it is, the less HC is generated. The
generated amounts of HC become greater because it cannot burn when the air-fuel mixture is too lean.
When HC is inhaled into the human body, it becomes cancer-causing agent. It also causes the
photochemical smog.
3. NOx (nitrous oxides)
NOx is generated by the nitrogen and oxygen in the air of the air-fuel mixture when the temperature of the
combustion chamber rises above about 1,800 0C
(3,272 0F). The higher the combustion temperature rises, the more NOx is generated. When the air-fuel
mixture is lean, more NOx is generated because the ratio of oxygen in the air-fuel mixture is too high.
Therefore, NOx is generated according to the two factors of the combustion temperature and oxygen
concentration.
N2 (nitrogen) + O2 (oxygen) →2NO (NO, NO2 or N2... NOx)
When NOx is inhaled into the human body, it irritates the nose and throat. Also it causes the photochemical
smog.

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1. Exhaust gas
Exhaust gas is emitted from the exhaust pipe. In theory, only CO2 (carbon dioxide) and H2O (vapor) are
generated when burning gasoline. However, all of the gasoline does not react according to the chemical
theory due to such factors as air-fuel ratio, N2 (nitrogen) in the atmosphere, combustion temperature,
combustion duration, etc. That is how harmful substances such as CO, HC or NOx are generated.
2. Evaporated fuel
Evaporated fuel is emitted into the atmosphere after the fuel evaporates from the fuel tank, carburetor, etc.
Its main component is HC.
3. Blow-by gas
Blow-by gas blows from the gap between the piston and cylinder wall into the crankcase. It consists of
mostly fuel of unburned gas (HC).

Principle of Production of Exhaust Gases

Theoretical Air-fuel Ratio
The theoretical air-fuel ratio is the ratio of the minimum amount of fuel and air (which contains oxygen)
needed to fully burn the fuel. Gasoline is a mixture of several types of hydrocarbons of which is the most
predominant octane (C8H18).
2C8H18 + 25O2 →16CO2 + 18H2O
In order for 1g of octane to produce water (H2O) and carbon dioxide (CO2) when burned, 15g of air is
necessary. The actual fuel is not pure octane but octane and various HCs. Therefore the theoretical air-fuel
ratio is about 14.7.

Graph Showing the Generation of CO/HC/NOx

The graph on the left, shows the air-fuel ratio and the amounts of CO/HC/NOx generated.
1. Richer
CO/HC: Increase
NOx: Decrease
2. Leaner
CO: Decrease
HC: Decrease
However it increases because of the misfire when the air-fuel ratio is too lean.
NOx: The amount generated is greatest when the actual air-fuel ratio is slightly leaner than the theoretical
air-fuel ratio.
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When the ratio becomes even leaner, the
amount decreases because the combustion
temperature decreases.
The generated amounts of CO/HC/NOx
increase under the following conditions,
except for the graph on the left.
3. While engine is cold
The generated amounts of CO/HC increase
because the rich air-fuel mixture is supplied.
4. At heavy load
The emission gas is increased because both
the fuel and the air are increased. The
generated amounts of CO/HC increase
because the rich air-fuel mixture is supplied.
The generated amounts of NOx increase
because the combustion temperature rises.

Emission Standards

Emission control regulations

There are various regulations for most countries around the world today to prevent the air
pollutants by emission gases. These are called emission regulations. The measurement method
or the standard value varies by each country.
The differences of the representative measurement modes are easily introduced below.
U.S.A (LA#4 mode)
This simulates the complex driving pattern of the suburbs in Los Angeles. This mode is close to
the actual vehicle driving conditions.
EU (New EC mode)
This driving mode has been added to simulate highway driving for which NOx has the strictest
regulations.
JAPAN (10.15 mode)
It is simulated the vehicle driving in the city with traffic signals.

There are two methods to measure the emission gas.

Measuring concentration
Measure what percentages of CO/ HC/NOx are included in the emission gas for measuring
concentration.
Measuring total weight
For measuring total weight, simulate actual driving as in the illustration and measure the amount of CO/HC/
NOx emitted during the test. In recent years, measuring the total weight has become the major method.
The amount of harmful gases that a vehicle generates is more important than the percentages of harmful
gases.

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Emission Control System

A high level of technology is

necessary to ensue that the total
weight of these three
substances (CO, HC and NOx)
in the emissions meets the
emission regulations. For
actual vehicles, it is necessary
not only to decrease these
substances but also to meet
standards as a whole for
vehicle devices in terms of
durability, reliability, safety
and fuel consumption.
Emission purification
countermeasures are shown in
the picture on the left, but
devices vary by country and the
emission regulations vary by
region.

Improvement of Engine
The engine has been improved significantly to prevent the engine output and fuel consumption rate from
worsening over time, preventing harmful gas generation as much as possible. The following items are not
used on all types of engines; however, the most appropriate item for each engine is used.
Construction of combustion chamber and improvement of air intake system
Adoption of squish area
The squish area in the combustion chamber generates strong turbulence starting from the end of the
compression stroke into the combustion stroke. This turbulence increases the combustion speed and burns
the air-fuel mixture completely, and decreases the CO and HC.

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Generation of swirl
The curved intake port causes the air-fuel mixture that is drawn in during the intake stroke to form the
appropriate swirl toward the outer edge of the combustion chamber.
This swirl continues from the compression stroke to the combustion stroke, and gives the same effect as the
squish.
Adoption of EFI, ESA and DIS
Burns the air-fuel mixture completely and decreases the exhaust gas due to the adoption of EFI (Electronic
Fuel Injection), which always makes the proper air-fuel mixture, and ESA (Electronic Spark Advance) and
DIS (Direct Ignition System), which finely regulates the ignition timing depending on the driving condition.

Devices
Catalytic Converters
The catalytic converter makes harmful substances (CO, HC and NOx) react chemically with harmless ones
(H2O, CO2, N2) according to the exhaust gas passed. Generally platinum, palladium, iridium and rhodium,
etc., are used as catalysts for automobiles.
Types of catalyst
Oxidation catalyst: Oxidize HC or CO and form nonpolluting H2O or CO2.
Deoxidization catalyst: Remove oxygen from NOx and form non-polluting N2.
Oxidation/Deoxidization catalyst: Perform above two functions at the same time.
(Oxidation/Deoxidization catalyst for automobiles is called "Three-Way Catalytic Converter (TWC)"
because three harmful substances, CO/HC/NOx, are transformed into non-polluting substances at the same
time. Oxidation/Deoxidization catalyst is used for most automobiles nowadays.)

Operating temperature catalyst

For the catalyst, the purification rate changes according to the temperature. As shown in the graph, the
purification rate is close to 100% and purifies the exhaust gas effectively when the catalyst temperature rises
over 400 0C.

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Vehicles equipped with the catalytic converter need to use unleaded gasoline, because lead adheres to the
surface of catalyst and the oxygen sensor (O2 sensor), and the appropriate effect cannot be attained if leaded
gasoline is used.

Three-Way Catalyst (TWC) system

The TWC is the system that oxidizes CO and HC in the
exhaust gas and deoxidizes NOx at the same time, to purify
them into CO2, H2O and N2. Recently the monolithic type
is used as shown in the illustration.
Alumina or catalytic substances coat the grated pattern of
monolith which has many holes. The harmful substances
are purified by passing through the holes. There are two
types of monolith; ceramic type and metal type. The thinner
the grate is, the higher the purification ability becomes

The TWC can be most effective around the theoretical air-

fuel ratio. Therefore, the air-fuel ratio feedback system is
needed to keep the air-fuel ratio around the theoretical air-
fuel ratio.
The air-fuel ratio feedback system detects oxygen in the
exhaust gas, using the oxygen sensor attached in the
exhaust manifold. Then the fuel injection volume is adjusted by the engine ECU to control the air-fuel ratio
at all times so that the TWC performs properly.
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Dash Pot (DP) System
When the throttle valve closes at high engine speed, a strong
vacuum is generated inside the intake manifold. Some of the fuel
adhering to the internal walls of the manifold evaporates, causing
the air- fuel mixture to become too rich temporarily. At the same
time, since the intake air volume decreases, the incomplete
combustion or misfiring occurs, and a great amount of
incombustible gas is emitted in the exhaust. To prevent the
incomplete combustion or misfiring, the dash pot is used to keep
the throttle valve from closing too suddenly.
Operation
During deceleration, the link of throttle valve touches the dash pot.
Therefore the throttle valve closes slowly according to the
resistance of air passing through. When the throttle valve is
opened, the dash pot returns to its original position.
Deceleration Fuel Cut-off System
This system stops the fuel injection during the deceleration part of
driving, and decreases the amounts of CO and HC.
Also it prevents after-burning in the exhaust pipe, and effectively
decreases the amount of the fuel consumed during deceleration.
Operation
The engine ECU stops the fuel injection of the injector according to the engine speed and throttle valve
opening.
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Exhaust Gas Recirculation (EGR) System
The Exhaust Gas Recirculation (EGR) System recirculates
some of the exhaust gases to the intake air system. The
flame propagation becomes slow during the combustion
when the exhaust gases are mixed with the air-fuel mixture
because most of them are the inert (incombustible) gases.
Also the combustion temperature drops to reduce the NOx
generation because the inert (incombustible) gas absorbs
the heat generated by burning.

Operation
When the vacuum is applied to the EGR valve, the valve
opens and the exhaust gas recirculates.
The vacuum, which operates on the EGR valve, is
controlled in accordance with the engine coolant
temperature or throttle valve opening to control the ratio of
the EGR.
EGR system components
The system uses
- vacuum actuated EGR control valve
- EGR vacuum modulator
- ECM controlled vacuum switching valve (VSV), or Bimetallic vacuum switching valve (old)
Engine cold
The BVSV (bimetallic vacuum switching valve) opens toward the atmosphere side while the engine is cold.
Therefore the exhaust gas does not recirculate because a vacuum is not applied to EGR valve.

Idling
A vacuum is not applied to the EGR port. Therefore the exhaust gas does not recirculate.
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Throttle valve between EGR&EGR "R" port, the vacuum of the EGR port is applied to the EGR valve to
open the valve. The vacuum is controlled by the modulator and recirculates a constant ratio of the exhaust
gas.

Throttle valve opening above EGR "R" port

The vacuum of the EGR port is applied to the EGR valve to open the valve. As the vacuum of "R" port is
applied to the modulator, the vacuum applied to the EGR valve becomes larger so that the EGR opening
becomes greater

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Throttle valve fully open
The exhaust gas is not recirculated because the vacuum applied to the EGR valve with full load is less than
the vacuum required to operate the valve.

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Positive Crankcase Ventilation (PCV) System
Blow-by gas includes a large amount of unburned gas, which leaks out from the gap between the piston ring
and cylinder wall into the crankcase. The Positive Crankcase Ventilation (PCV) system forces the blowby
gas into the air intake system and re-burns it. Using the vacuum of the intake manifold, blow-by gas is
drawn in. Therefore, the PCV valve is installed between the intake manifold and cylinder head cover.
Generally the generated volume of the blow-by gas becomes greater when the engine load is large (the
manifold vacuum is small). On the other hand, it becomes less when the engine load is small (the manifold
vacuum is large).

Operation
The valve passage becomes narrow because the generated volume of the blow-by gas is less when the
manifold vacuum is large.

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Engine stopped:
The valve closes by the spring force.

Idling or decelerating:
The valve is drawn in further because of the strength of the vacuum. The vacuum passage is narrow and the
amount of blow-by gas flowing is small.

Normal operation:
The vacuum passage is wider than at the time of idling or decelerating because of the normal vacuum.

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Acceleration or high load:
The valve is opened even with low vacuum to open the passage to full width. Some gas is drawn from the
cylinder head cover into the front of the throttle valve (air cleaner side) when the actual amount of generated
gas is larger than that of the gas, which passes through the PCV valve.
Fuel Evaporative Emission Control (EVAP) System
The Fuel Evaporative Emission Control (EVAP) System temporarily absorbs the evaporated gas in the
charcoal canister and channels it to the engine for burning, in order to prevent the fuel, which is evaporated
from the fuel tank, from escaping into the atmosphere.
Operation
The evaporated gas, which is generated in the fuel tank, opens the check valve (1) and flows into the
canister. The charcoal absorbs the evaporated gas in the canister.
The absorbed gas is drawn from the purge port of throttle body into the cylinder to burn while the engine is
running. For some models, the engine ECU controls the gas flow by controlling the opening of the VSV (for
EVAP).
The check valve (2) and the vacuum valve of the fuel tank cap open to draw the outside air into the tanks
when the inside of tank becomes a vacuum (because the outside temperature is low, etc).

Operation
When opening fuel tank cap
The atmosphere is drawn into the chamber located in the upper of the ORVR valve (on-board refueling
vapor recovery valve).

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During refueling
The ORVR valve opens and the evaporated gas flows into the canister when the pressure in the tank
increases by refueling.

CO/HC Inspection and Adjustment

Determination of engine condition
By measuring CO/HC, it is possible to determine the engine condition, including the effectiveness of the
air-fuel ratio, and the operation of the emission control system. It can be determined that the engine and
emission control system are normal when the CO and HC are within the standard value, and the engine
operates smoothly.
When the engine does not operate smoothly or HC levels are high, engine misfire is a probable cause.
Causes of engine misfire are improper air-fuel ratio, poor compression, ignition system trouble, or emission
control system trouble, etc.
For meeting regulations
With TWC/oxygen sensor
It is not necessary to adjust the CO level because the engine control system increases and decreases the fuel
injection volume coming out of the injector to adjust the air-fuel ratio to more closely match the theoretical
air-fuel ratio, using the oxygen sensor signal.
Most of CO and HC are purified by the TWC even if some misfiring occurs.
When CO and HC are detected, the following are probable causes:
- Poor or insufficient warm-up of TWC,
- Rich air-fuel mixture,
- A high rate of misfire.
Without TWC/oxygen sensor
It is necessary to adjust the CO level within the standard value in order to meet the regulations and use the
engine in good condition.
The air-fuel mixture is rich when CO/HC concentration is high and the engine runs smoothly.
It is necessary to adjust the CO concentration in order to keep emission gases clean, even though the engine
operates more smoothly when the CO concentration is higher than the standard value.
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When the CO concentration is too low, the HC concentration is high and the engine does not operate
smoothly, causing misfires to occur.

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