Seminar Report - Thomas

6009 (PART-2) SEMINAR
A
SEMINAR REPORT
ON
POLLUTION NORMS
in partial fulfilment for the award of

Diploma in Automobile Engineering
Submitted by
THOMAS VARGHESE 20051724
SCMS COLLEGE OF POLYTECHNICS

Vaikkara, Perumbavoor - 683549. Ernakulam.
V Semester/ III Year/ Academic Year 2022-2023
6009 (PART-2) SEMINAR
A
SEMINAR REPORT
ON
POLLUTION NORMS
in partial fulfilment for the award of

Diploma in Automobile Engineering
Submitted by
THOMAS VARGHESE 20051724

V Semester/ III Year/ Academic Year 2022-2023
CERTIFICATE
This is to certify that this bonafide record of the project work entitled
"POLLUTION NORMS" is carried out by THOMAS VARGHESE
(20051724) in the Fifth Semester of Diploma in Automobile
Engineering at SCMS College of Polytechnics, Vaikkara,
Perumbavoor during the year 2018-2019. It is certified that all corrections
and suggestions indicated for the final assessment have been incorporated
into the report. The report has been approved as it satisfies all the
academic requirements concerning the curriculum prescribed for the
Diploma in Automobile Engineering.
INTERNAL EXAMINER EXTERNAL EXAMINER
VISHNU T S VINOD R
(PROJECT GUIDE) HEAD OF DEPARTMENT
Lecturer Department of Automobile
Department of Automobile Engineering Engineering
ACKNOWLEDGEMENT
An y work wou ld n ot be com pleted with out th e m en tioned people
whose guidance and encouragement led to the development of the work. I
consider myself privileged to express gratitude and respect towards all those
who guided me throughout my work.
I express profound gratitude to Dr. Indu Nair, Director, SCMS College
of Polytechnics, Vaikkara, Perumbavoor for offering me a chance.
I express profound gratitude to Dr. BABY P.P, Principal, SCMS College
of Polytechnics, Vaikkara, Perumbavoor for his support and motivation.
I am extremely grateful to Mr. Vinod R, HOD, Department of
Automobile En gineerin g for h is imm ens e h elp an d en cou ragement giv en
during the course of project work.
I e x p re s s m y s in c e r e g r at i tu d e t o M r . V is h n u T S , L e c tu r e r ,
Department of Autom obile En gineerin g for his gu idan ce an d s in cere help
given during the course of project work.
I e xt en d m y s in c e r e th an k s to t h e n on - t ea c h in g s t a ff s f o r th e ir
cooperation, for providing a very good infrastructure and all the kindness
forwarded to me in carried out this project work in college.
I also than k m y classmates for th eir kind help in brin gi n g ou t th is
project work within the stipulated time.
The report would be incomplete if I do not thank my parents and well -
wishers for their moral support during the course of project. Above all, I bow
with gratitude before God Almighty for all his blessing s.
THOMAS VARGHESE
ABSTRACT
Cu rrently, there are more than 1.2 billion au tomobiles pres ent in th e
road wh ich are the bas ic sou rces of pollution that res u lt in s erious damage
to th e en vironm en t. S o, it is neces sary to mon itor an d regu late th e various
em is s ion s of Au tomobile. It is noted that th e certain h armfu l gas es were
form ed as a byprodu ct du e to the variation in the en gine com bu stion
process an d were released to th e atm os ph ere th rou gh th e exh au st pipe
caus es s erious effect to th e hum an h ealth ; th ey were Hydrocarbon s (HC),
Nitrogen O xides (NO ), Carbon m onoxide (CO ) & Particu late Matter (PM).
Apart from these byprodu cts , as a resu lt of perfect com bu stion Carbon
Dioxide is produ ced in the en gin es , an d th is is one of th e major green hou se
gas es wh ich lead to global warm in g. To control the releas e of th es e h armfu l
exhaus t gas es into the en viron ment va riou s coun tries h ave in itiated an d
im plemented different pollution s tandards to th e Au tom obile m anu factu rers
accordin g to the veh icle type to keep th e air quality clean. For exam ple,
the Eu ropean Un ion Research O rgan ization (EURO ) in Eu rope h as fram ed
s trict ru les for the veh icles to lim it the toxic exhau st em iss ions releas in g
in to th e en viron men t. By takin g EURO em is s ion stan dard as reference
Cen tral Pollu tion Control Board in In dia h as im plem ented Bh arat em is s ion
s tan dards an d it is u pdatin g its regu latio n in regu lar in terval of time. In
th is paper, a com plete review of variou s stages of Bh arat em iss ion
s tan dards an d th e reason for makin g the em iss ion ru les an d regu lations
s trin gen t in recen t tim es were dis cus sed in th is paper.
THOMAS VARGHESE
Reg No: 20051724
CONTENTS
Chapter Description of Contents Page

No. No.
1. INTRODUCTION 1
1.1 HISTORY OF EMISSION STANDARDS 3
1.2 EMISSION STANDARDS

IMPLEMENTAIONS IN INDIA 4
2. BHARATH STAGE EMISSION

STANDARDS 6
2.1 AT A GLANCE 6
2.2 EURO V AND EURO VI NORMS 6
2.3 HISTORY OF EMISSION STANDARDS 7

IN INDIA
2.4 BHARATH STAGE 1 8
3. BHARATH STAGE VI FUEL EFFECT ON

BHARATH STAGE IV VEHICLES 11
3.1 AT A GLANCE 11
3.2 PETROL VEHICLES 12
3.3 DIESEL VEHICLES 13

4. MAJOR DIFFERENCES IN BHARATH
STAGE VI 15
4.1 AT A GLANCE 15
4.2 REASON WHY INDIA FELT THE NEED

TO SHIFT FROM BHARATH STAGE IV 15
TO BHARATH STAGE VI
4.3 ADVANTAGES OF BHARATH STAGE 16

VI OVER BHARATH STAGE IV
4.4 MAJOR BENEFITS OF BHARATH STAGE 16

VI NORMS
4.5 OTHER REGULATORY DETAILS 17
5. SELECTIVE CATALYTIC REDUCTION 18
5.1 AT A GLANCE 18
5.2 ISSUES WITH SCR 18
5.3 SCR FOR TIER 4 FINAL AND BHARATH 19

STAGE IV ENGINES
6. DIESEL PARTICULATE FILTER (DPF) 20
6.1 AT A GLANCE 20
6.2 HISTORY OF DPF 20
6.3 WORKING OF DPF 20
6.4 RESOLUTION TO DPF ISSUES 21
6.4.1 PASSIVE REGENRATION 21
6.4.2 ACTIVE REGENRATON 22

7. ADBLUE TECHNOLOGY 23
7.1 AT A GLANCE 23
7.2 WORKING OF ADBLUE TECHNOLOGY 23
7.3 ADVANTAGES OF USING ADBLUE 24
7.4 DISADVANTAGES OF USING ADBLUE 24
8. CONCLUSION 25
LIST OF TABLES
Table Table Name Page

No. No.
1. HISTORY OF EMISSION STANDARDS 5

IMPLEMENTATION IN INDA
2. BHARATH STAGE VI FUEL EFFECTS 12

ON BHARATH STAGE IV PETROL
ENGINES
3. BHARATH STAGE VI FUEL EFFECTS 13

ON BHARATH STAGE IV DIESEL
ENGINES
4. CSE COMPUTATION OF PARTICULATE 16

MATTER AND NITROGEN OXIDE
LIST OF FIGURES
Figure Figure Name Page

No. No.
1. SCR SYSTEM 19
2. DPF SYSTEM 20
3. WORKING OF ADBLUE TECHNOLOGY 23

SCMS COLLEGE OF POLYTECHNICS, VAIKKARA POLLUTION NORMS
CHAPTER 1
INTRODUCTION
Automobiles are one of the major contributors of air pollution because of its toxic
exhaust gases Hydrocarbon (HC), Carbon Monoxide (CO), Nitrogen Oxides (NOX)
from Spark Ignition (SI) engine and Particulate matter (PM) in addition to those in case
of Compression Ignition (CI) engine because of the non-homogeneous air fuel mixture
and the less duration for oxidation of the combustion products. The Nitrogen di Oxide
(NO2) emission is very negligible in case of direct injection gasoline engine but very
high in case of diesel engine, Likewise CO and HC emissions will be more in the SI
engines compared to CI engines. The formation of Nitrogen oxides and its consumption
in combustion were clearly discussed by Hill S.C and Smoot L.D. The formation of soot
emissions in Diesel fuelled engines were explained by Pickett, L.M and Siebers, D.L
using micro orifices. NOx and PM were considered as the source of pollution to the
environment and because of its series effect the emission standards for these two were
made stringent year by year.
Emissions have to be controlled only in the following three stages, First is pre-
treatment process like Exhaust gas recirculation(EGR) process which is used to control
the NOX emissions and supercharger or turbocharger for increasing the inlet temperature
for reducing HC and CO emissions, second is the treatment in cylinder modifications
like varying compression ratio, Injection pressure etc., and the third is the post treatment
process like Three way catalytic convertor for increasing the oxidation process of CO
and HC into Carbon di Oxide(CO2) and Water vapor (H2O) and the reduction process
of NOX into Nitrogen (N2) and Oxygen (O2). The limiting of the harmful exhaust
emissions from an automobiles and its effect on the powertrain design , the changes that
have to be made on the post treatment techniques, and the quality of the fuel were
discussed by Bielaczyc, Pet all These harmful exhaust gasses can cause short term as
well as long term health effects when inhaled by human beings like when carbon
monoxide was inhaled it can cause damage to brain and central nervous system,
Nitrogen dioxide can cause adverse change in the cell structure of lung wall and so on.
DEPARTMENT OF AUTOMOBILE ENGINEERING Page | 1

As the population of the automobiles keeps on increasing day by day the pollution
from it is also increasing which decreases the air quality which increases the risk of heart
disease, stroke, lung cancer and chronic and acute respiratory diseases including asthma.
It has been found that 97% of cities (having population of more than 1 lakh) that belongs
to the low- and middle-income countries have exceeded the world health organization’s
(WHO) air quality guidelines, and this makes the government of various countries to
step forward to stringent the emission standards in order to keep their environment clean.
According to WHO air quality database 2018, it has been observed that the East
Mediterranean Region is experiencing the worst air quality of 167 PM10(size less than
10 µm) µg/m3 and the least was observed in the Europe of about 22 PM10 µg/m3, India
has the air quality standard of about 94 PM10 µg/m3.
The implementation of “BHARAT STAGE” (BS) emission standards in India

and the current emission standard that is in practice and the reasons to make the rules
more stringent in emission standards of India were discussed in this paper. Johnson.T
have summarized the major implementations in the vehicle emission standards from the
year 2015 including that the many countries like India, China and Beijing were shifting
towards EURO 6 emission standards. Minimizing of the emissions of CO, NOx, HC
and PM towards the EURO 6 and other advanced emission standards have become the
major priority for the largest automotive sectors like Europe, Japan, China, India etc.

1.1 HISTORY OF EMISSION STANDARDS
The adverse reaction between unburned HC and NOx was the main reason for
the formation of photochemical smog and it was initially demonstrated by
Prof.A.J.Haagen smit in the year 1952. Followed by this demonstration, In 1965 the first
emission standards were set in California and in 1968 it was implemented to all over
United States of America (USA). In 1970, the emission standards were set up in
European countries and In 1974, the oxidation catalyst were required by the USA for
meeting the emission standards which results for the introduction of three way catalytic
convertor in the production cars from 1981. This leads to the development of various
post treatment methods and design modifications to reduce the toxic emission.
The EURO emission standards that were adopted in the European countries and
Tier Emission standards were adopted in USA. The Air (prevention and control of
pollution) Act was initially enacted to regulate the air pollution in 1981 and the
Environment (Protection) Act of 1986 by the government of India paved the way to
regulate the motor vehicle emission in India. Followed by this India have initiated to
follow certain emission standards through the Motor vehicles act of 1988, which allows
the government to implement the emission standards. Emission standards for petrol
vehicles from 1991 and for diesel vehicles from 1992 and started to follow EURO
emission standards as a reference from the year 2000.
The Auto fuel policy of 2003 have described about the timeline for the
implementation of the various stages of emission standards in all over India and the
implementation of emission standards in selected cities and the rest of the country. The
Indian emission standard India 2000 (BS I) is taken from EURO 1 emission standards
as a reference, BS II from EURO II, BS III from EURO III, BS IV from EURO IV, BS
V from EURO V and BS VI from EURO VI. The supreme court of India have ordered
to stop the selling of BS-IV vehicle by the end of March 2020 and planning to implement
BS-VI emission standards nationwide from April, 2020. The emission standard value of
various categories of were discussed in this journal based upon the values provided in

the Central Pollution Control Board, Ministry of Environment forest and climate change,
Government of India [16] and Emission standards, India from Diesel net. The major
emissions like CO,HC,NOx and PM data were collectively compiled and the graphs
were generated for the understanding purpose, However, the other exhaust emissions
like sulphur, Ozone, benzene and soot formation in the Gasoline Direct Injection(GDI)
were not discussed in this paper. CO2 formation as a result of perfect combustion is also
a major greenhouse gas that has to be reduced from automobiles and also the amount of
fuel consumption should also be reduced.
1.2 EMISSION STANDARDS IMPLEMENTATIONS IN

INDIA
Table 1 shows the history of emission standards implementation in various stages

in India. As both the state and central government have to cooperate for the
implementation of the emission standards and also the necessity in the various regions
of the country the emission standards were implemented in various stages. Initially the
emission standards were implemented for gasoline vehicles from 1991 and for diesel
vehicles in 1992. Later from the year 2000 India have started to follow the EURO
emission standards, and Bharat Stage I (EURO 1) emission standard was implemented
nationwide from the same year. BS II emission standard emission standard were
implemented in three stages from 2001 to 2005 and BS III emission standards were
implemented in two stages from 2005 to 2010 in order to cover whole nation. The
National auto fuel policy 2003 have framed out the road map for the implementation of
BS IV type emission standards upto the year 2010 and later the auto fuel policy was
updated by Mr. Prahlal Joshi, chairman, the standing committee on Petroleum and
Natural gas on May,2015 to made the recommendations to implement the emission
standards up to the year 2025[18]. The BS V emission standards were initially proposed
to implement from the year 2015. Because of the updated Auto fuel vision policy and
poor air quality in India especially in the National Capital Region (NCR), Gwalior in

India accounts for 176µg/m3 of PM and it is known that the PM level of more than 36
µg/m3 will have high risk of mortality.
Standard Date Implemented Region

BS-I 2000 Nationwide
BS-II 2001 NCR*, Mumbai, Kolkata, Chennai
BS-II 2003.04 NCR*, 11 cities#
BS-II 2005.04 Nationwide
BS-III 2005.04 NCR*, 11 cities#
BS-III 2010.04 Nationwide
BS-IV 2010.04 NCR*, 13 cities"
Above plus 29 cities mainly in the states of
BS-IV 2015.07 Haryana, Uttar Pradesh, Rajasthan and Maharastra
North India plus bordering districts of Rajasthan (9
BS-IV 2015.1 States)
Western India plus parts of South and East India (10
BS-IV 2016.04 States and Territories)
BS-IV 2017.04 Nationwide
BS-V Skipped Skipped Nationwide
BS-VI 2020.04 Nationwide
Table.1 – HISTORY OF EMISSION STANDARDS IMPLEMENTATION IN INDIA

CHAPTER 2
BHARAT STAGE EMISSION STANDARDS
2.1 AT A GLANCE
Bharat Stage or BS Emission Standards are government-instituted emission

standards that all motor vehicles have to comply with if they are to be sold and driven in
India. Currently, all new vehicles sold and registered in India should be compliant with
the BS-VI iteration of emission standards. The standards and timelines for their
implementation are set by the Central Pollution Control Board (CPCB) under the
Minister of Environment, Forests and Climate Change.
The BS norms are based on the European Emission Standards (Euro norms) and
were first set in 2000. Equivalent to the Euro-1, the first iteration was known as ‘India
2000’, and not BS-I. Subsequent emission standards were called BS-II, BS-III, and BS-
IV. The government decided to jump directly from BS-IV to BS-VI skipping BS-V in
view of the long time it took to move from BS-III to IV.
With the implementation of the new norms, pollution levels are expected to
reduce to a large extent as the particulate matter (PM) concentration should decrease.
About one-third of the air pollution is caused by motor vehicles and cars. At present, BS-
IV auto fuels are being supplied in over 30 cities, and the rest of the country has BS-III
fuels. Earlier, the government planned the implementation of BS V and BS VI emission
norms nationwide by 2020 and 2024 respectively. However, the government decided to
advance the dates.
2.2 EURO V AND EURO VI NORMS
The first European exhaust emissions standard for passenger cars was introduced in
1970. The latest standard, ‘Euro 6’, applies to new type approvals from September 2014

and all new cars from September 2015 and reduces some pollutants by 96% compared
to the 1992 limits. Euro 5 tightened the limits on particulate emissions from diesel
engines and all diesel cars needed particulate filters to meet the new requirements. There
was some tightening of NOx limits too (28% reduction compared to Euro 4) as well as,
for the first time, particulates limit for petrol engines – applicable to direct injection
engines only. Addressing the effects of very fine particle emissions, Euro 5 introduced a
limit on particle numbers for diesel engines in addition to the particle weight limit.
2.3 HISTORY OF EMISSION STANDARDS IN INDIA
It was in the early nineties that the first emission standards were introduced in the
country. Other regulatory norms followed in the form of making catalytic converters
mandatory for petrol vehicles and then, by the introduction of unleaded petrol. In 1999,
the apex court of the country made it mandatory for all vehicles to meet the India 2000
norms by June 2000, in a ruling. In 2002, the Mashelkar Committee report was accepted
by the Indian Government. The committee had recommended a roadmap for the
implementation of the Euro norms-based emission standards for India. It also
recommended that the roll-out of the norms be implemented in major cities first to be
followed by the rest of the country in a phased manner. Based on the committee’s
recommendations, in 2003, the government released the National Auto Fuel Policy.
The first emission norms for Indian motor vehicles were the idle emission limits
that came into effect in 1989. These regulations were replaced by mass emission limits
for petrol engines in 1991 and diesel engines in 1992. By 1995, the use of catalytic
converters was made compulsory for all cars that were sold in metros. These norms are
instituted by the Government of India to define the output of permissible air pollutants
from an internal combustion engine that power the motor vehicles. These emission
norms and the timelines for their introduction are decided by the Central Pollution
Control Board, which comes under the Ministry of Environment & Forests and climate
change.

The Bharat Stage Emission Standards are based on European norms, which are
commonly classified as ‘Euro 2’, ‘Euro 3’, et al. The regulations were first launched in
India in 2000 and have seen several revisions in the last two decades. India 2000, which
was based on the Euro 1 standards, was replaced with Bharat Stage II (BSII) norms in
2001. These were followed by BS3, while the latter was then replaced with BS4
standards. India is now all set to leapfrog to BS6 emission standards, which will roll out
on 1 April 2020. The sale of BSIV-compliant vehicles will be banned with the
introduction of the next level of emission standards.
2.4 BHARATH STAGE 1
Technically, Bharat Stage 1 or BS1 is an incorrect way to refer to the country’s

first automotive emission norm that was in reference to the European standards. While
it was equivalent to the Euro 1 regulations, the first standard was known as ‘India 2000.’
It allowed a maximum Carbon Monoxide emission of 2.72 g/km, Hydrocarbons +
Nitrogen Oxides discharge of 0.97 g/km, and Respirable suspended particulate matter
discharge of 0.14. To achieve India2000-compliance, the carmakers were required to re-
tune the carburetor, secondary air intake system, exhaust gas recirculation system,
increase the catalyzer capacity along with the addition of a trimetal coating to the system.
2.5 BHARATH STAGE 2
Sales of BSII-compliant cars took place between 2001 and 2010. A major change
that was required by the carmakers to upgraded to Bharat Stage II standards was the
replacement of the carburetor by a Multi-point Fuel Injection (MPFI) system. BSII
norms led to a vast reduction in the emissions, with a maximum permissible Carbon
Monoxide emission of 2.2 g/km, Hydrocarbons Nitrogen Oxides discharge of 0.50
g/km, and Respirable suspended particulate matter discharge of 0.08. Moreover, the
Sulphur content in the Bharat Stage II-compliant fuels was restricted to 500 PPM.

2.6 BHARATH STAGE 3
BSIII regulation was first rolled out in 2005 and their sale was made mandatory
across the nation by 2010. The introduction of the more stringent norms led to a
remarkable reduction in emissions from petrol-powered passenger vehicles, with a
maximum permissible Carbon Monoxide emission of 2.3 g/km, Hydrocarbons +
Nitrogen Oxides discharge of 0.35 g/km, and Respirable suspended particulate matter
discharge of 0.05. The diesel models emitted a peak carbon monoxide of 0.64 g/km, a
nitrous oxide of 0.50 g/km, and Hydrocarbons + Nitrogen Oxides discharge of 0.56
g/km. Furthermore, the Sulphur content in the Bharat Stage III-compliant fuels was
restricted to 100 PPM. Carmakers achieved compliance with the BSIII emissions by
installing a catalytic converter that curbed the discharge of Carbon Monoxide and
Hydrocarbons.
2.7 BHARATH STAGE 4
BSIV norms were made mandatory across the country in April 2017. The
pollutants from petrol-powered passenger vehicles were restricted to a Carbon
Monoxide emission of 1.0 g/km, Hydrocarbons + Nitrogen Oxides discharge of 0.18
g/km, and Respirable suspended particulate matter discharge of 0.025. The diesel models
emitted a peak carbon monoxide of 0.50 g/km, a nitrous oxide of 0.25 g/km, and
Hydrocarbons + Nitrogen Oxides discharge of 0.30 g/km. Also, the Sulphur content in
the Bharat Stage IV-compliant fuels was restricted to 50 PPM. In order to convert BSIII-
compliant engines to BSIV units, car manufacturers added bigger catalytic converters to
minimize nitrogen-based emissions. Additionally, the carmakers tweaked the ECU to
ensure more efficient combustion. BSIV motors also received modified air intakes and
exhaust systems.

2.8 BHARATH STAGE 6
India will embrace BSVI emission norms on 1 April 2020, which means our
country will skip on BSV and will directly jump to Bharat Stage VI regulations. The
upcoming emission standards will restrict tailpipe discharge from petrol cars to a Carbon
Monoxide emission of 1.0 g/km, Hydrocarbons + Nitrogen Oxides discharge of 0.16
g/km, and Respirable suspended particulate matter discharge of 0.05. The diesel models
will emit a peak carbon monoxide of 0.50 g/km, a nitrous oxide of 0.06 g/km, and
Hydrocarbons + Nitrogen Oxides discharge of 0.17 g/km. Also, the Sulphur content in
the Bharat Stage VI-compliant fuels will be restricted to 10 PPM.

CHAPTER 3
BHARTH STAGE VI FUEL EFFECT ON BHARATH STAGE
IV VEHICLES.
3.1 AT A GLANCE
With the rollout of BSVI fuels across the country by 1 April 2020, several older
cars, which would be compliant to BSIV, BSIII, or BSII norms, will have to run on
cleaner fuel. The Sulphur content in BSVI fuels is much lower than that of BSIV fuels.
Hence, improved fuel will only lead to lower pollution. Talking about the BSVI fuel
effect on BSIV cars, the latter could require some fine-tuning in the long run, but there
is nothing that the car owners should be worried about. Sulphur works as a lubricant for
the injectors of diesel engines, so, the low Sulphur content might lead to higher wear and
tear in the long run. However, the engines can be safely run for lakhs of kilometers
without requiring any additional maintenance.
Some high-end carmakers, like Mercedes, BMW, Audi, and Volvo, have already
rolled out BSVI-compliant cars. Moreover, even mainstream carmakers, like Honda
Cars India and Maruti Suzuki, have come up with engines that can be easily tuned to
achieve BSVI-compliance. However, it is worth mentioning here that the introduction
of BSVI-ready engines will lead to a significant increase in the prices of the diesel
models. Currently, a diesel-powered car costs roughly Rs 1 lakh more than its petrol-
sipping sibling. With the advent of the BSVI norms, however, this price gap can increase
to up to Rs 2.5 lakh. Also, BSVI-compliant diesel will be costlier than the current fuel,
which means the price gap between petrol and diesel prices will narrow down to just a
couple of rupees. This might take a toll on the popularity of diesel cars. However, various
carmakers have been busy looking for a workaround to this. Things should become a lot
clearer soon.

3.2 PETROL VEHICLES
Three - Wheelers
(g/km)
Year CO HC HC+Nox
1991 12 - 30 8 - 12 - -
1996 6.75 - 5.40 -
2000 4.00 - 2.00 -
2005(BS II) 2.25 - 2.00 (DF =1.2)
Two - Wheelers
(g/km)
Year CO HC HC+Nox
1991 12 - 30 8 - 12 - -
1996 4.50 - 3.60 -
2000 2.00 - 2.00 -
2005(BS II) 1.50 - 1.50 (DF =1.2)
Car
(g/km)
Year CO HC Nox HC+Nox
1991 14.3 - 27.1 2.0-2.9
1996 8.68 - 12.4 3.00 - 4.36
1998* 4.34 - 6.20 1.50 - 2.18
2000 2.78 0.97
B.S II 2.2 0.5
B.S II 2.2 - 5.0 0.5 - 0.7

B.S III 2.30 0.2 0.15
B.S III 2.3 - 5.22 0.20 - 0.29 0.15 - 0.21
Table.2 – BHARATH STAGE VI FUEL EFFECTS ON BHARATH STAGE IV PETROL

ENGINES
3.3 DIESEL VEHICLES
(g/km) Chassis Dynamometer
Year CO HC Nox HC+Nox PM
1992 17.3 - 2.7 - Light Duty

32.6 3.7 Vehicles
1996 5.0 - 9.0 2.0 - 4.0
2000 2.72 - 0.97 - 1.70 0.14 - 0.25

6.90
B.S II 1.0 - 1.5 0.7 - 1.2 0.08 - 0.17 For Four

Wheelers
only
B.S II(2005) 1.00 0.85 0.10 For 2 & 3

Wheelers,
Appropriate
DF
B.S III 0.64 - 0.50 - 0.56 - 0.86 0.05 - 0.10

0.95 0.78
Cars
(g/km) Chassis Dynamometer
B.S II 1.0 0.7 0.8 (A)
B.S II 1.0 - 1.5 0.7 - 1.2 0.8 - 0.17 (B)
B.S III 0.64 0.50 0.56 0.05 (A)

B.S III 0.64 - 0.50 - 0.56 - 0.86 0.05 - 0.10 (B)

0.95 0.78
Diesel Vehicles (GVM > 3.5 Tons)
(g/kwh)
Year CO HC Nox HC+Nox PM$ Smoke

(m-1) $
1992 14.0 3.5 18
1996 11.20 2.40 14.4
2000 4.5 1.1 8.0 0.36/ 0.36

#
B.S II 4.0 1.1 7.0 0.15
B.S III 2.1 0.7 5.0 0.10/0.13 0.8
Table.3 – BHARATH STAGE FUEL VI FUEL EFFECTS ON BHARATH STAGE IV

DIESEL ENGINES

CHAPTER 4
MAJOR DIFFERENCES IN BHARATH STAGE VI
4.1 AT AGLANCE
Selective Catalytic Reduction Technology- It reduces oxides of nitrogen by

injecting an aqueous urea solution into the system. Hence, NOx from diesel cars can be
brought down by nearly 70%. In petrol cars, they can be reduced by 25%. Sulphur
Content- While the BS-IV fuels contain 50 parts per million (ppm) Sulphur, the BS-VI
grade fuel only has 10 ppm Sulphur content. Particulate Matter- in diesel cars will be
reduced by 80%. Mandatory on-board diagnostics (OBD)- which informs the vehicle
owner or the repair technician about how efficient the systems in the vehicles are. RDE
(Real Driving Emission) will be introduced for the first time that will measure the
emission in real-world conditions and not just under test conditions.
4.2 REASON WHY INDIA FELT THE NEED TO SHIFT

FROM BHARATH STAGE IV TO BHARATH STAGE VI
India is a country with 10 most populated cities of the world, and this is one
distinction we should not be proud of. Vehicular emission is a major contributor to the
worsening air quality of Indian cities. Emission of NOx, SO2, CO2 and particulate
matter is taking a toll on people’s health. In cities like Delhi, the PM2.5 level is more
than 6 times the prescribed levels by WHO.
In October 2016, India signed the Conference of Protocol also known as the Paris
Climate Agreement. Being a signatory to the agreement, India is obligated to bring down
the carbon footprint by 33-55% from the levels recorded in 2005 in the next 12 years.
This warranted the need for a stricter norm that could reduce the emissions considerably
and put India on track to meet the Paris agreement goals. Ideally, BS V would have been

rolled out by 2021 and BS VI in 2024 but leapfrog to Bharat Stage VI norms by 2020
had to be planned because of the carbon footprint obligations.
Table.4 – CSE COMPUTATION OF PARTICULATE MATTER AND NITROGEN

OXIDE
4.3 ADVANTAGES OF BHARATH STAGE VI OVER

BHARTH STAGE IV
BS VI is in lines with Euro VI norm already adopted in European countries. In

fact, this new emission norm will also address one major drawback in the Euro VI norm
that allows emission of higher PM (particulate matter) in diesel engines.
4.4 MAJOR BENEFITS OF BHARAT STAGE VI NORMS
NOx emission will come down by approximately 25% for the petrol engine and
68% for the diesel engines. The PM emission will see a substantial decrease of 80% in
diesel engines. OBD will become mandatory for every vehicle, and it will help monitor
the pollution caused by the vehicle in real time. RDE (Real Driving Emission) will be
introduced for the first time that will measure the emission in real-world conditions and
not just under test conditions. Bharat Stage VI norms will also change the way particulate
matter is measured. It will now be measured by number standard instead of mass

standard thereby regulating the fine particulate matter as well. The reason behind making
OBD mandatory is to make sure that the emission control component work at its
optimum efficiency at all times. OBD port will help to detect the malfunction with the
help of the error codes sent by the malfunctioning component.
4.5 OTHER REGULATORY DETAILS
In addition to emission standards for new vehicles, the BS VI regulation also

includes specifications for reference and commercial fuels. Fuel types include diesel,
gasoline, and hydrogen. A key aspect of the fuel specifications is a limit on the maximum
allowable sulfur content in gasoline and diesel fuels of 10 ppm. Especially for diesel
engines, low sulfur fuels are necessary for the application of advanced emission control
technologies, such as DPFs, which will be required to meet BS VI emission standards.

CHAPTER 5
SELECTIVE CATALYTIC REDUCTION
5.1 AT A GLANCE
Selective Catalytic Reduction (SCR) is an advanced active emissions control

technology system that injects a liquid-reductant agent through a special catalyst into the
exhaust stream of a diesel engine. The reductant source is usually automotive-grade urea,
otherwise known as Diesel Exhaust Fluid (DEF). The DEF sets off a chemical reaction
that converts nitrogen oxides into nitrogen, water, and tiny amounts of carbon dioxide
(CO2), natural components of the air we breathe, which is then expelled through the
vehicle tailpipe. SCR technology is designed to permit nitrogen oxide (NOx) reduction
reactions to take place in an oxidizing atmosphere. It is called “selective” because it
reduces levels of NOx using ammonia as a reductant within a catalyst system. The
chemical reaction is known as “reduction” where the DEF is the reducing agent that
reacts with NOx to convert the pollutants into nitrogen, water, and tiny amounts of CO2.
The DEF can be rapidly broken down to produce the oxidizing ammonia in the exhaust
stream. SCR technology alone can achieve NOx reductions up to 90 per cent.
5.2 ISSUES WITH SCR
One unique aspect of a vehicle or machine with an SCR system is the need for
replenishing Diesel Exhaust Fluid (DEF) on a periodic basis. DEF is carried in an
onboard tank which must be periodically replenished by the operator based on vehicle
operation. For light-duty vehicles, DEF refill intervals typically occur around the time of
a recommended oil change, while DEF replenishment for heavy-duty vehicles and off-
road machines and equipment will vary depending on the operating conditions, hours
used, miles travelled, load factors, and other considerations. DEF is an integral part of
the emissions control system and must be present in the tank at all times to assure the

continued operation of the vehicle or equipment. Low DEF supply triggers a series of
escalating visual and audible indicators to the driver or operator. Once the tank reaches
a certain level near empty, the starting system may be locked out the next time the vehicle
is used, preventing the vehicle from being started without adequate DEF.
5.3 SCR FOR TIER 4 FINAL AND BHARAT STAGE IV

ENGINES
An engine with the Volvo SCR system has the same, or lower, cooling demands
as one without SCR. Lower cooling demands mean lowered noise levels and minimized
costs for the radiator package. This enables manufacturers to house the cooling system
in installations where space is limited. SCR system turn more fuel energy into
mechanical power, which leads to less heat rejection. This means that the power output
can be maximized for any given engine displacement. The result is a smaller Tier IV
Final and Baharat Stage IV engine size, reduced costs, and simplified installations. The
main benefit of Volvo Penta Tier IV final and Bharat Stage IV engines with the SCR is
the outstanding fuel efficiency that cuts operating costs. The SCR systems catalytic
converter is designed to last the engine’s lifetime, reducing maintenance costs and
increasing uptime.
Picture 1 – SCR SYSTEM

CHAPTER 6
DIESEL PARTICULATE FILTER (DPF)
6.1 AT A GLANCE
A diesel particulate filter, or DPF, is an exhaust after-treatment device that traps

particulate matter such as soot and ash. A DPF typically uses a substrate made of a
ceramic material, that is formed into a honeycomb structure.
6.2 HISTORY OF DPF
Diesel particulate filtering was first considered in the 1970s due to concerns
regarding the impacts of inhaled particulates. Particulate filters have been in use on non-
road machines since 1980, and in automobiles since 1985. Historically medium and
heavy-duty diesel engine emissions were not regulated until 1987 when the first
California Heavy Truck rule was introduced capping particulate emissions at 0.60
g/BHP Hour. Since then, progressively tighter standards have been introduced for light
and heavy-duty diesel-powered vehicles. Similar regulations have also been adopted by
the European Union and some individual European countries, most Asian countries, and
the rest of North and South America.
6.3 WORKING OF DPF
Figure 2 – DPF SYSTEM

The most common diesel particulate filters in widespread use are cellular ceramic
honeycomb filters with channels that are plugged at alternating ends as shown Above.
The ends of the filter plugged in a checkerboard pattern, force the soot-containing
exhaust to flow through the porous filter walls. While the exhaust gas can flow through
the walls, the soot particles are trapped within the filter pores and in a layer on top of the
channel walls. The honeycomb design provides a large filtration area while minimizing
pressure losses, and has become the standard, so-called wall-flow filter for most diesel
exhaust filtration applications. Ceramic materials are widely used for particulate filters,
given their good thermal durability, with the most common ceramic materials being:
cordierite, silicon carbide, and aluminum titanate.
The most basic issue with DPF is that it gets blocked due to the accumulation of
soot over time. Typically, when the filter becomes clogged or an error occurs in the
system, an orange light will appear on your dashboard. This light varies based on the
manufacturer, but commonly appears similar to the images shown below. When this
lights up, you know your filter is most likely blocked, and regeneration may be required.
Oftentimes, blocked diesel particulate filters are caused by short journeys at low speeds.
Vehicles operating at low speeds on short journeys are unable to meet the requirements
for the filter to clean itself. DPFs may fail sooner if they are not well maintained.
Additionally, filter blockage can be caused by the use of the wrong type of oil,
performance modifications, using low-quality fuel, or even running the car frequently on
a low fuel level
6.4 RESOLUTION TO DPF ISSUES
There are 2 methods to resolve the DPF clogging and they are:
6.4.1 PASSIVE REGENERATION
Inside the after-treatment device (ATD), the exhaust first passes over the diesel
oxidation catalyst (DOC), then passes through the diesel particulate filter, which traps

soot particles. Passive regeneration happens when the heat in the engine builds to the
point where soot, or carbon, is combined with oxygen to create carbon dioxide. Since
carbon dioxide is a gas, it can pass through the filter. Ash, on the other hand, is already a
byproduct of combustion, so no amount of heat from the engine can convert it. Over
time, the ash will build up to the point where the filter has to be physically removed and
cleaned. This filter can then be reinstalled and reused. Passive regeneration occurs as the
vehicle is driven normally under load; the driver is not aware that it is happening. It may
not always keep the DPF clean over the course of the workday, so the filter may have to
undergo active regeneration.
6.4.2 ACTIVE REGENERATION
Passive regeneration is part of normal engine operation, however active

regeneration requires the engine to take action. For example, a truck fully loaded with
80,000 pounds moving down the highway will create enough heat in the engine for a
chemical reaction to occur which is passive regeneration. Active regeneration takes place
when the engine isn’t creating the heat it needs. For example, this may occur in a truck
that’s not fully loaded. Once the soot level reaches a certain point, the engine injects fuel
into the exhaust stream, which goes over the oxidation catalyst and oxidizes the fuel to
create heat. The heat created from the fuel oxidizing is then used to convert soot to carbon
dioxide. Both active and passive regeneration happens automatically and without driver
input. Active regeneration can occur automatically any time the vehicle is moving. The
exhaust gas temperature could reach 1500℉ (800℃).

CHAPTER 7
ADBLUE TECHNOLOGY
7.1 AT A GLANCE
The new AdBlue technology is a part of the SCR system which helps reduce the
harmful exhaust gases from the engine. AdBlue is a urea solution in water that helps in
breaking down harmful pollutants and in turn release N2 and H2O. AdBlue is a
registered trademark of a company in the Germany Association of the Automobile
Industry. Although it is expensive and comes in less amount it has a separate tank next
to the fuel tank. The AdBlue liquid goes into the tank via a hose just next to the fuel filler
cap. It is important to save the environment now, before it’s too late. Many steps are
taken by the government in order to control the pollution on the road.
7.2 WORKING OF ADBLUE TECHNOLOGY
Figure 3 – WORKING OF ADBLUE TECHNOLOGY
Vehicles with SCR technology have a separate tank filled with AdBlue. This is
then injected into the exhaust pipe, in front of the SCR catalyst, downstream of the
engine. Heated in the exhaust, it decomposes into ammonia and CO₂. When the NOx
from the engine exhaust reacts inside the catalyst with the ammonia, the harmful NOx

molecules in the exhaust are converted to harmless nitrogen and water, which are
released from the tail pipe as steam.
7.3 ADVANTAGES OF USING ADBLUE
The use of AdBlue contributes significantly to air pollution as it reduces gas

emissions. NOx gas in heavy and commercial vehicles reduces emissions and
contributes to prevent respiratory diseases, albeit indirectly. AdBlue fluid is not
flammable. It starts to freeze at -11 degrees. It can also be melted and reused after
freezing. Provides the reduction of the amount of solid waste in emissions
7.4 DISADVANTAGES OF USING ADBLUE
The AdBlue tank is separate from the fuel tank, so it takes up extra space. If the
AdBlue fluid is exhausted, the gas emission of the vehicle will increase and the engine
locks and the vehicle does not allow it to run. You need to call the hammer. It can lead
to both time and cost losses. If the tank is emptied, the SCR causes damage to the catalyst
in the system. It starts to freeze at -11 degrees, so it cannot be used in lower temperatures
and your vehicle will not work. Since it is an abrasive liquid, it causes corrosion in the
system, especially in parts made of copper, and causes soot accumulation in the SCR
system. Filters must be checked constantly. Since it is corrosive, certain parts are needed
for its use and storage.

CHAPTER 8
CONCLUSION
Bharat stage emission standards (BSES) are emission standards instituted by the
Government of India to regulate the output of air pollutants from compression ignition
engines and Spark-ignition engines equipment, including motor vehicles. The standards
and the timeline for implementation are set by the Central Pollution Control Board under
the Ministry of Environment, Forest and Climate Change. The standards, based on
European regulations were first introduced in 2000. Progressively stringent norms have
been rolled out since then. All new vehicles manufactured after the implementation of
the norms have to be compliant with the regulations. Since October 2010, Bharat Stage
(BS) III norms have been enforced across the country. In 13 major cities, Bharat Stage
IV emission norms have been in place since April 2010 and it has been enforced for
entire country since April 2017. In 2016, the Indian government announced that the
country would skip the BS V norms altogether and adopt BS VI norms by 2020. In its
recent judgment, the Supreme Court has banned the sale and registration of motor
vehicles conforming to the emission standard Bharat Stage IV in the entire country from
1 April 2020.
On 15 November 2017, the Petroleum Ministry of India, in consultation with

public oil marketing companies, decided to bring forward the date of BS VI grade auto
fuels in NCT of Delhi with effect from 1 April 2018 instead of 1 April 2020. In fact,
Petroleum Ministry OMCs were asked to examine the possibility of introduction of BS
VI auto fuels in the whole of NCR area from 1 April 2019. This huge step was taken due
to the heavy problem of air pollution faced by Delhi which became worse around 2019.
The decision was met with disarray by the automobile companies as they had planned
the development according to roadmap for 2020. The phasing out of 2-stroke engine for
two wheelers, the cessation of production of the Maruti 800, and the introduction of
electronic controls have been due to the regulations related to vehicular emissions. While
the norms help in bringing down pollution levels, it invariably results in increased vehicle
costs due to the improved technology and higher fuel prices. However, this increase in

private costs is offset by savings in health costs for the public, as there is a lesser amount
of disease-causing particulate matter and pollution in the air. Exposure to air pollution
can lead to respiratory and cardiovascular diseases, which is estimated to be the cause
for 6,20,000 early deaths in 2010, and the health cost of air pollution in India has been
assessed at 3% of its GDP.

Seminar Report - Thomas

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Seminar Report - Thomas

Uploaded by

Copyright:

Available Formats

6009 (PART-2) SEMINAR

in partial fulfilment for the award of

SCMS COLLEGE OF POLYTECHNICS

in partial fulfilment for the award of

SCMS COLLEGE OF POLYTECHNICS

INTERNAL EXAMINER EXTERNAL EXAMINER

whose guidance and encouragement led to the development of the work. I

who guided me throughout my work.

I express profound gratitude to Dr. Indu Nair, Director, SCMS College

of Polytechnics, Vaikkara, Perumbavoor for offering me a chance.

I express profound gratitude to Dr. BABY P.P, Principal, SCMS College

of Polytechnics, Vaikkara, Perumbavoor for his support and motivation.

I am extremely grateful to Mr. Vinod R, HOD, Department of

Automobile En gineerin g for h is imm ens e h elp an d en cou ragement giv en

during the course of project work.

Department of Autom obile En gineerin g for his gu idan ce an d s in cere help

given during the course of project work.

forwarded to me in carried out this project work in college.

I also than k m y classmates for th eir kind help in brin gi n g ou t th is

project work within the stipulated time.

The report would be incomplete if I do not thank my parents and well -

with gratitude before God Almighty for all his blessing s.

to th e en vironm en t. S o, it is neces sary to mon itor an d regu late th e various

em is s ion s of Au tomobile. It is noted that th e certain h armfu l gas es were

form ed as a byprodu ct du e to the variation in the en gine com bu stion

process an d were released to th e atm os ph ere th rou gh th e exh au st pipe

caus es s erious effect to th e hum an h ealth ; th ey were Hydrocarbon s (HC),

Dioxide is produ ced in the en gin es , an d th is is one of th e major green hou se

gas es wh ich lead to global warm in g. To control the releas e of th es e h armfu l

im plemented different pollution s tandards to th e Au tom obile m anu factu rers

the Eu ropean Un ion Research O rgan ization (EURO ) in Eu rope h as fram ed

in to th e en viron men t. By takin g EURO em is s ion stan dard as reference

th is paper, a com plete review of variou s stages of Bh arat em iss ion

s trin gen t in recen t tim es were dis cus sed in th is paper.

Chapter Description of Contents Page

1.1 HISTORY OF EMISSION STANDARDS 3

1.2 EMISSION STANDARDS

2. BHARATH STAGE EMISSION

2.2 EURO V AND EURO VI NORMS 6

2.3 HISTORY OF EMISSION STANDARDS 7

2.4 BHARATH STAGE 1 8

2.5 BHARATH STAGE 2 8

2.6 BHARATH STAGE 3 9

2.7 BHARATH STAGE 4 9

2.8 BHARATH STAGE 6 10

3. BHARATH STAGE VI FUEL EFFECT ON

3.2 PETROL VEHICLES 12

3.3 DIESEL VEHICLES 13

4.2 REASON WHY INDIA FELT THE NEED

4.3 ADVANTAGES OF BHARATH STAGE 16

4.4 MAJOR BENEFITS OF BHARATH STAGE 16

4.5 OTHER REGULATORY DETAILS 17

5. SELECTIVE CATALYTIC REDUCTION 18

5.2 ISSUES WITH SCR 18

5.3 SCR FOR TIER 4 FINAL AND BHARATH 19

6. DIESEL PARTICULATE FILTER (DPF) 20

6.2 HISTORY OF DPF 20

6.3 WORKING OF DPF 20

6.4 RESOLUTION TO DPF ISSUES 21

6.4.1 PASSIVE REGENRATION 21

6.4.2 ACTIVE REGENRATON 22

7.2 WORKING OF ADBLUE TECHNOLOGY 23