Emission control technologies

• Significant improvements in engine technology

over the last decades have resulted in better fuel
economy and lower engine-out pollutant
emissions. Despite these improvements, strict
emission limits in Europe cannot be met with
engine measures only. Therefore, several
emission control devices, known as exhaust
aftertreatment technologies, have been
developed and are used in modern vehicles.
Emission control technologies can be broadly
grouped into three main categories (EEA, 2016),
namely:
 Catalytic converters
• A catalytic converter is a device that uses a
catalyst to convert the main harmful air
pollutants in vehicle exhaust emissions into
harmless compounds. The catalyst activates
certain oxidation and/or reduction reactions,
which transform CO, HCs, and NOx into CO2,
water and nitrogen.
 Traps and adsorbers
• Traps and adsorbers are used to control
emissions of specific pollutants - usually
NOx or HCs - when engine operating
conditions may not be ideal for conventional
catalysts to achieve their full potential. They
store the pollutant for a period of time, but
then release it when conditions are suitable
for it to react over the catalytic materials
 Filters
• Filters are used in both diesel and petrol
engines to reduce PM emissions. Based on the
engine technology and application
specifications, various filter technologies can
be used to decrease particle emissions.
 Main technologies used in spark ignition engines
• Three-way catalyst (TWC)
Has been the primary emission control technology for petrol vehicles
since the early 1980s. Although the primary components and function
of a TWC have remained relatively constant, each of these components
(catalytic coating, substrate, mounting materials) has gone through a
continuous evolution and redesign process in order to improve the
overall performance. It operates in a closed-loop system including an
oxygen sensor to regulate the air to fuel ratio and it oxidizes CO and HC
to CO2 and water, while reducing NOx to nitrogen (picture in the right).
TWC is still the main technology used to control emissions from petrol
engines.
 Gasoline Particulate Filter (GPF)
• Is used to filter PM from the exhaust of petrol
vehicles. It is an effective technology with high
filtration performance under all engine operation
points and ambient temperature variation. The
filter technology is drawn from the large
experience base with diesel particulate filters
(DPFs, see below) and comprises of a honeycomb-
like filter structure made from synthetic ceramic
material.
 Activated carbon canister
• Is a trap device used to control
evaporative HC emissions from
petrol fuel tanks. The canister
consists of a plastic case containing
the activated carbon, which traps (or
adsorbs) the petrol vapor as it is
forced out of the fuel tank during
heating or refuelling. The adsorbed
fuel vapours are then released (or
desorbed) into the engine when the
vehicle is driven, regenerating the
canister. This adsorption/desorption
cycle continues for the life of the
vehicle.
Main technologies used in compression
ignition engines
• Diesel Oxidation Catalyst (DOC)
Looks much the same as a TWC and its construction and
composition is similar, although slightly less complex. It
converts CO and HCs to CO2 and water but has little effect
on NOx. It also decreases the mass of diesel particulate
emissions (but not their number) by oxidizing some of the
hydrocarbons that are adsorbed onto the carbon particles.
It remains a key technology for diesel engines.
 Exhaust Gas Recirculation (EGR)
• As the name implies, redirects (re-circulates) a
portion of engine exhaust back into the engine
to cool and reduce peak combustion
temperatures and pressures. In most systems,
an intercooler lowers the temperature of the
re-circulated gases. Hence, combustion
temperature in the engine is lowered, thus,
inhibiting NOx formation.
Selective catalytic reduction (SCR)
• Is an advanced emissions control technology system
that reduces NOX by injecting a liquid reducing agent
through a special catalyst into the exhaust stream of a
diesel engine. The reducing agent is usually urea,
commonly known with its commercial name, AdBlue.
AdBlue is stored in a separate tank and enables a
chemical reaction that converts NOx into nitrogen,
water and CO2. A typical diesel car will consume
approximately 2.5 to 3 litres of AdBlue for every 100
litres of diesel to meet the Euro 6 standards. SCR is a
proven catalyst technology capable of reducing diesel
NOX emissions to levels required by current emission
standards.
 Lean NOx Trap (LNT)
• Is used to capture NOX emissions from diesel
engines. It is a technically simpler solution
compared to SCR as it comprises less
components, including a catalyst and an
adsorbent, and was used in early Euro 6
vehicles. In modern applications, it can be
used in combination with an SCR system for a
more efficient control of NOX emissions.
 HC absorbers
• Are used to 'trim' HC emissions during cold
starts, until the catalyst has been warmed-up
and can effectively control engine-out HC
emissions.
 Diesel particulate filters (DPFs)
• Are devices used with diesel engines to reduce particle
emissions. Depending on engine technology and
application specificities, different filter technologies may
be used to reduce particle emissions. In the most
common type (wall-flow filters), PM is removed from the
exhaust by physical filtration using a honeycomb
structure similar to a catalyst, but with the channels
blocked at alternate ends.
The exhaust gas is thus forced to flow through the
walls between the channels and PM is deposited on
the walls. DPF materials have been developed that
show impressive filtration efficiencies, in excess of
90%, as well as good mechanical and thermal
durability. DPFs must be cleaned on a regular basis to
maintain their filtration efficiency. This process is
called DPF regeneration. During a regeneration,
usually happening when the vehicle exhaust is hot
enough such as on motorways, all PM collected is
burnt off.
Another type of hybridized DPF with the addition of SCR is the
recently popular SDPF which is one of the most efficient ways to
reduce NOx and PM emissions from diesel engines (Czerwinski
et al., 2015).
 Ammonia Slip Catalyst (ASC)
• Is an additional catalyst that improves the overall
performance of SCR catalyst system. ASC is very selective to
N2 which means that it can convert almost all of the NH3 to
N2 rather than in NOx. The ASC also converts HCs and CO to
CO2.

• Despite the many options available to consumers in the

market, the purchase cost of a new low-emitting and fuel-
efficient vehicle provides a barrier to some people who wish
to reduce their environmental impact. A potential solution is
the use of retrofit emission control systems (REC). In this
case, REC systems can be fitted to older vehicles (where it is
technically feasible) that lack emission control technologies,
in order to conform to more recent environmental standards.
Retrofitting might still be expensive in cases of very old
vehicles without any emissions control as the cost might be
disproportionally high compared to the depreciated value of
the car.