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EMISSION LEGISLATION&
AFTER-TREATMENT DEVICES
Dr. K. C. Vora
Head, ARAI Academy
The Automotive Research Association of India, Pune
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RED BLOOD CELLS EXPOSED TO PARTICLES
1 m particles 0.078 m particles
Smaller particles are more dangerous
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EMISSION ROAD MAP FOR INDIA
Introduction of CO & HCPUC all over the country
Bharat Satage I for Metros
13 mode Diesel Emission > 3.5 T GVW
CO, HC & NOx for gasoline &
diesel vehiclesEvaporative emissions and cold start
for petrol < 3.5 T GVW.
Catalytic converters for gasoline cars
in Metros
Tractor emission norms
Durability of Catalytic Converter
Gen. Sets emission norms
CNG, LPG emission revision
PUC revision for 2/3 wheelers,
cars & CVs
Bharat Stage I for 2/3 wheelers
Bharat Stage I for 4 wheeler in India
Bharat Stage II for 4 wheeler in
Metros
Bharat stage II for 2/3 wheelersin India
Bharat Stage II for 4 wheelers in
India
Bharat Stage III for 4 wheeler in
11 select cities
Bharat stage III for 2/3 wheelersin India
Bharat Stage III for 4 wheelers
in India
Bharat Stage IV for 4 wheeler in
11 select cities
Before 2000 2000-2004 2005 onwards
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VEHICLE EMISSION NORMS & SULPHUR REDUCTION
SCHEDULE IN INDIA
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Source: CAI-Asia
FUEL SULPHUR LEVEL IN EUROPE (PPM)
0
100
200
300
400
500
Gasoline Diesel
Euro 2 Euro 3 Euro 4 Euro 5
Ref: M. Walsh, Clean Fuels in China (June, 2003)
India Cities 2005: 350 PPMIndia Cities 2010: 50 PPM
Fuel Quality (Sulphur Level) is critical for controlling Emissions
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FUTURE GASOLINE EMISSIONS STANDARDS - COMPARISON
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INDIAN EMISSION NORMS FOR 2 WHEELERS
-For Ref. Mass 170 kg ; * Only for HC
CO HC+NOx
14.25
8.5*
4.53.6
2.0 2.0 1.5 1.51.0 1.0
0
2
4
6
8
10
12
1416
Year
1991- 1996 2000 2005 2010
Emissio
nsg/km)
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INDIAN EMISSION NORMS FOR 3 WHEELERS - PETROL
30
12*
6.755.4
4
2 2.25 2.251.25
1.25
0
5
10
15
20
25
30
Emissions
,g/km
1991- 1996 2000 2005 2010
CO HC+Nox
-For Ref. Mass 170 kg ; * Only for HC;
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INDIAN EMISSION NORMS FOR 3 WHEELER - DIESEL
0.51
2.72
5
30
0.5
0.850.972
12*
0.14
0.1
0.05
0
5
10
15
20
25
30
35
1991- 1996 2000 2005 2010
Emissions,g/km
0
0.02
0.04
0.06
0.08
0.1
0.12
0.14
0.16
PM,g/k
m
CO HC+Nox PMFor RM of 350 kg
* Only for HC
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INDIAN EMISSION NORMS FOR PASSENGER CARS- PETROL
- For 1020 Rm < 1250 & For cc 1400 ; * Only for HC;
*
- ** **
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INDIAN EMISSION NORMS FOR PASSENGER CARS - DIESEL
- For 1020 Rm < 1250 ; * Only for HC ; ** M Category Vehicles
-
*
** **-
*
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DETERIORATION FACTORS IN INDIA
Category ofVehicles
Gasoline Diesel
CO 1.2 1.1
HC 1.2 NA
NOx 1.2 1.0HC+NOx N A 1.0
PM NA 1.2
Deterioration factors became applicable for gasoline
and diesel vehicles (fitted with catalytic converter)from 1stDecember 2002.
or
30,000 km Durability for 2-W & 3-W and
80,000km durability for four wheelers.
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INDIAN DRIVING CYCLE FOR 2 & 3 WHEELERS
0
10
20
30
40
50
0 20 40 60 80 100TIME(sec)
SPEED(km/hr)
Time DistanceAvg.
SpeedMax. Speed
Max.
accel.Max Decel
Idle time
ratio
Accel.
Time ratio
Decel time
ratio
Cruise
time
ratio
sec km km/h km/h m/s2 m/s3 % % % %
IDC
(6 Cycles)648 3.948 21.93 42 0.65 0.63 14.81 38.89 34.26 12.04
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BS III INDIAN DRIVING CYCLE FOR 4 WHEELERS
One Cycle of 195 sec
Part 1: 780 sec
Max Speed
90 KPH
Part 2:400 sec
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More stringent exhaust limits for Euro 3 and Euro 4
Separation of HC and NOx
Modified exhaust emissions test cycle
Deletion of first 40 s idle, start of bag sampling at
engine crank
Onboard diagnostics requirements for Gasoline andDiesel (derived from US OBD II, but without Evap-
monitoring).
With threshold values for fault storage and warning.
SALIENT FEATURES OF EURO III & EURO IV
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SALIENT FEATURES OF EURO III & EURO IV
Enhanced evaporative emissions requirements with new
24-hour diurnal test (temp profile 200C-350C)
Low temperature test for Gasoline vehicles
Measurement of HC and CO at -70
C during first 780seconds of revised urban and extra urban cycle
Reference fuel option with higher RVP and density
In-use durability requirements
Euro 3 : 80,000 km or 5 years.
Euro 4 : 100,000 km or 5 years
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New low temperature test at -7C
In-use conformity testing with durability distance of 100,000km for Euro 4
Revised evaporative emissions test
On-board diagnostics (OBD)
LIGHT-DUTY VEHICLES - EURO 3 AND CURRENT EURO 4
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** for GVW < 3500 kg & power < 85 kW * for GVW < 3500 kg & power > 85 kW or GVW>3500 Kg
for engines having swept vol. 3000 min-1
ESC: Euro Steady State Cycle, ELR: Euro Load Response, ETC: Euro Transient Cycle
NOx PM
9.0 0.4
7.0 0.15
9.0 0.4*
-- 0.68**
CH4 NOx PM
1.6 5.0 0.16
-- -- -- 0.13 -- -- -- -- -- 0.21
13 Mode Cycle
TA Limits in g/kwh COP Limits in g/kWh
CO HC NOx PM CO HC NOx PM
Euro I 4.5 1.1 8.0 0.36 4.9 1.23 9.0 0.4
Euro II 4.0 1.1 7.0 0.15 4.0 1.1 7.0 0.15
India2000
4.5 1.1 8.0 0.36* 4.9 1.23 9.0 0.4*
-- -- -- 0.61** -- -- -- 0.68**
ESC & ELR Tests ETC tests
Euro III CO HC NOx PM m-1
CO NMHC CH4 NOx PM
2.1 0.66 5.0 0.10 0.8 5.45 0.78 1.6 5.0 0.16
-- -- --0.13 -- -- -- -- --
0.21
COMPARISON OF EURO I, EURO II & EURO III STANDARDS
V/S INDIAN REGULATIONS (FOR HEAVY COMMERCIAL VEHICLES)
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HEAVY DUTY ENGINES- EURO 4/5 LIMITS (2005-2008)
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EURO 5 PROPOSAL
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EURO 5 PROPOSAL
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N2 CO2 H2O
NOX CO HC
Can
Mat
Ceramic Substrate with Catalytic Coating
3-WAY (TW) CATALYTIC CONVERTER
Catalytic converters transform NOx, CO & HC into N2, CO2& H2O
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CERAMIC SUBSTRATES - UNIQUE EXTRUSION PROCESS
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900/2 (Euro 4)400/6.5 (Euro 2)
AUTOMOTIVE SUBSTRATES ENABLING TECHNOLOGY
FOR ULTRA-LOW EMISSIONS
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GASOLINE EMISSIONS STANDARDS - COMPARISON
Achievable Today
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ADVANCES IN AUTOMOTIVE EXHAUST CATALYSIS
AIR-FUEL
MANAGEMENT
COLD-START
STRATEGIES
CATALYST
FORMULATION
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(Heywood)
Emission v/s Air Fuel Ratio
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Staying in the window
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Closed-loop Control with HEGO Sensor & Fuel Injection
(eastwood)
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Catalyst light-off (A/F 14.7)
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ADVANCES IN AUTOMOTIVE EXHAUST CATALYSIS
AIR-FUEL
MANAGEMENT
COMPLETED
COLD-START
STRATEGIES
CATALYST
FORMULATION
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Importance of Cold Start
Tailpipe HC Emissions (FTP Bag 1)
0
0.005
0.01
0.015
0.02
0.025
0 100 200 300 400 500
Time (s)
Tailpipe
HC
Mass(g
/s)
0
300
600
900
1200
1500
Temp
erature,(DegF)
XCatalyst "L ight-Off"
Temperature
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Trends of Catalytic Converter Configuration
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Advantages of Close Coupled Catalyst
(Umicore)
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Closed Couple Catalyst Design Criteria
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Position of Catalysts in the Exhaust System
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ADVANCES IN AUTOMOTIVE EXHAUST CATALYSIS
AIR-FUEL
MANAGEMENT
COMPLETED
COLD-START
STRATEGIES
COMPLETED
CATALYST
FORMULATION
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Characteristics of PGM Catalysts
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Improvement in Oxygen Storage Capacity
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Technology Options for a Sustainable Environmentally Friendly Mobility
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GASOLINE ENGINE TECHNOLOGIES
MPFI
precise control of fuel at all operating modes such asacceleration, idling, altitude, high and low temperatureoperation and enrichment based on load.
3-Way Catalytic Converter
Greatly reduces all three emissions of CO, HC and NOx
Close control of air fuel ratio is required through closeloop with lambda sensor
Variable Valve Timing - VVT
Improvement in fuel consumption
optimizes intake and exhaust valve actuation
added torque
reduces internal pumping losses
reduces production of the pollutant NoxEGRhelps to reduce NOx.
OBDhelps warning the user of malfunctioning of thesystem and its components.
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BSV ?
BSIV
BSIII
BSII
BSI
System Development
GASOLINE ENGINE TECHNOLOGY DEVELOPMENT
Fuel injection
3-W Catalytic converter
(pt/rh)
Fixed EGR
CNG / LPG
Fuel injection +
catalytic converter
(CC/UF)
Variable EGR
Variable valve timing
Multi valve
CNG / LPG
Direct in-cylinderinjection
Multi-brick catalytic
converter (CC+UF)
Lean burn, OBD
MPFI
PCV
O2 sensor
Knock Sensor
2-Way/ 3-Way Cat. Con.
Fuel Cells
Electric/Electric-
Hybrid
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NO+O2
NO2
NO3-
Pt Base metal
Catalyst Support
NOxHC, CO, H2
CO2, H2O, N2nitrate
Pt Base metal
Catalyst Support
Lean Operation
(NOx Trapping)
Rich Transient
(Reduce Stored NOx)
NO+O2
NO2
NO3-
Pt Base metal
Catalyst Support
NO+O2
NO2
NO3-
Pt Base metal
Catalyst Support
NOxHC, CO, H2
CO2, H2O, N2nitrate
Pt Base metal
Catalyst Support
NOxHC, CO, H2
CO2, H2O, N2nitrate
Pt Base metal
Catalyst Support
Lean Operation
(NOx Trapping)
Rich Transient
(Reduce Stored NOx)
TCICoffers a great advantage in
reducing emissions.Fuel Injection system holds the key tocombustion and emission optimization.Electronic control is more required tocontrol precise amount of fuel andinjection timing.
Cooled EGR is another way to reduceNOx but optimization is necessary.
After treatment devices such asoxidation catalysts and particulate trapsreduce tailpipe CO, HC and PM.
Sulphur reduction of fuel is essentialif aftertreatment devices are to be used
Lean Nox Trap and SCR are underdevelopment which help inreducingNox emissions
DIESEL ENGINE TECHNOLOGIES
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BSIV
BSIII
BSII
BSI
DIESEL ENGINE TECHNOLOGY DEVELOPMENT
Turbo charging
Inter cooling
(based on specific
power)
Moderate swirl
Injection pressure
> 800 bar
Rotary pump
VCO nozzle
EGR (need based)
Conversion to
CNG/ LPG
TC & inter coolingMulti valve
Low swirl
Injection pressure >
1200 bar
Unit injector / common
rail injection
Rotary pump and pilotinjection rate shaping
Variable geometry
turbocharger (VGT)
Oxycat
EGR (hot/cooled)
Electronic injection
control1
NOx Trap
Particulate trap
Common rail
injection
Injection
pressure > 1600
bar
On-board
diagnostic system
VGTCooled EGR
optimized ports,
combustionchambers
turbo charging
moderate to
high injection
pressures
(600800 bar)
Inline/rotary
BS V ?
Biodiesel/
Alcohol
blends?
aqueousurea
SCRcatalyst
HC, CO control NOx control
OxCat
CDPF
PM control
HC/CO/NH3 control
NOx sensor NOx sensorfeedbackfeedforward
deltaP
NO NO2
aqueousurea
SCRcatalyst
HC, CO control NOx control
OxCat
CDPF
PM control
HC/CO/NH3 control
NOx sensor NOx sensorfeedbackfeedforward
deltaP
aqueousurea
SCRcatalyst
HC, CO control NOx control
OxCat
CDPF
PM control
HC/CO/NH3 control
NOx sensor NOx sensorfeedbackfeedforward
deltaP
NO NO2
DOC/SCR/CDPF System
System Development
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KEY DRIVERS FOR CNG
Economy of operation
Reduction of harmfulemissions
PM emissions
Relevant to India wherediesel consumption is
five times the petrolconsumption
High safety, quieteroperation, less odor thandiesel
Regulatory imperatives
Supreme court directivecovering 11 cities
Gujarat Govt.:Ordinance forcompulsory use of CNG
Economy
2.841.7
8.56
0.99 0.6
5.97
1.011.69
0
2
4
6
8
10
4 wheelers (Cars) 3 wheelers
(Auto rickshaw)
Bus
Runn
ingCostinRs.
/km
Petrol CNG LPG
Emissions in g/km and % Reduction
2.4
21
0.4 8.9 0.38 0.0120
20
40
60
%reductionin
Emissions
diesel CNG
diesel 2.4 21 0.38
CNG 0.4 8.9 0.012
CO Nox PM
83% reduction 58% reduction 97% reduction
Source : Ernst and Young Pvt. Ltd.
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DIESEL EMISSION CONTROL
REQUIREMENTS DIESEL OXIDATIOCATALYST (DOC):
For CO & HC reduction. It does not alter NOx Reduce SOF portion of PM
It should not oxidize SO2to SO3
The catalysts such as the precious metals (Pt, Pd), which are active tooxidize the SOF are also active towards the oxidation of SO2to SO3.
Adding base metal Oxides (Vanadia) to high Pt loaded catalyst tosuppress the sulphate making reactions.
At low temperature SOF is adsorbed in pores & at high temperatureH2SO4is released. This is avoided with washcoat additives such assilica, zirconia, titania.
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NOx
P
critical
diesel
tuning
NOx / PM Trade-off
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NOx vs PM
Parameterchange Effect onNOx
Effect on PM
Cycle temperature
increases
There is excess air in
bowl
Longer premixed
combustion phase
Better
Combustion
conditionsprevails
Towardscompletecombustion
Improved initial
mixing, chances
of better
combustion
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A
B
C
D
EF
GH
50% 100%
50%
100%
P
NOx
A 2-V config
B 4-V config
C Increased inj. rate
D Inj. Timing retard
E Electronics in injection
F Variable swirl
G Oxicat, EGR
H DPF, DeNOx Cat
NOxPM Emission Control Strategy
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Particulate Matter (PM) Reduction
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Diesel Engine Euro III Technology Options
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Diesel Particulate Filter (DPF) Or Catalyzed Soot Filter (SCF)
Plugged channel honeycomb
Particulates trapped on wall
Regenerated to burn particles
Catalyzed or uncatalyzed
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Performance Requirements for DPF
Four basic requirements which DPF must meet:
adequate filtration efficiency to satisfy particulate
emissions legislation;
low pressure drop to minimize fuel penalty and
conserve engine power;
high thermal shock resistance to ensure filter
integrity during soot regeneration;
high surface area per unit volume for compact
packaging.
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DPF Regeneration
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Passive Regeneration
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Source: CAI-Asia
DPF Regeneration
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(Umicore)
Post Injection Regeneration for an Uncoated DPF
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Continuous Regenerative Trap (CRT)
Oxidises CO and HC to CO2 and H2O
NO is oxidised to NO2
Collects Soot in wall-flow particle filter
NO2 reacts with trapped soot to form CO2 & NO
Requirements: Fuel S < 50 ppm & NOx/PM > 20
Passive system - no external heating necessary
provided Temperature is high enough
(>260C for 40% of the time)
CO, HC, PM reduction > 90%
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CRT Particulate Filter
Inlet
Section
Catalyst
Section
Filter
Section
OutletSection
Honeycomb
Catalyst
Wall-flow
Filter
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NO2Reaction in a CRT
NO2
NO+CO2
NOO2
CO2COO2
H2O+CO2HCO2
Flow Through Catalyst Wall Flow Filter
NO+CO2
NO2
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HC De-Nox:
Fuel is injected downstream of catalyst which acts as a NOx
redundant. Operating temp. window 200 to 300 deg C.
NOx Adsorber ( Lean NOx Trap ):
Base metal Barium Alumina absorbs and stores NOx in lean
burn operation. Regeneration reqd to avoid deposition on
catalyst material. Occasionally rich mixture is fed which converts
adsorbed Nitrate into N2 .
Urea SCR:
Urea in solid or aqueous form is used. In the presence of
catalyst urea decomposes to produce NH3, which reacts with
NOx selectively. NH3 reacts with NO and NO2 converting to N2
molecules and H2O.
NOX CONVERTERS
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HC DeNOx Catalyst Or Diesel Lean NOx Catalyst (DLNC)
Reducing NOx by HC under the excess of oxygen is currently
the most advanced diesel DeNOx concept Zeolite absorbs HC during Cold Start and when the temp is
high enough for light-off, HC is released for reduction of NOx.
HC emissions are used to reduce NOx at around 300C
The catalyst for the HC DeNOx is Pt on support oxide
(Al2O3, SiO2,TiO2, ZrO2..)
This method requires reasonable amounts of HC in the exhaust
gas, which can be achieved, either by post injection using CRDi
or by secondary fuel injection.
NOx reduction up to 30% possible.
However, there is fuel penalty (3-6%) and expensive system
cost.
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HC DeNOx Mechanism
NO + O2= NO2
[NO activation, requires reducible site]
CxHy+ NO2= CO2 + N2 + H2O (Preferred)
[Competition for HC, on oxidizable sites]
CxHy+ O2=CO2+ H2O (Not preferred)[HC oxidation, very fast]
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NOx Adsorber Catalysts
Lean conditions (lambda > 1):
Oxidises CO and HC to CO2 and H2O
Oxidises NO to NO2
NO2 is stored as Nitrate
Rich conditions (lambda < 1):
Nitrates are reduced to NO2
NO2 is released and reduced to N2.
NOx reduction > 70% possible.
Requirements: S < 10 ppm
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NOx Adsorber Catalyst Functions
LEAN:
NO2generation
NO2storage
(CO, HC, VOF
oxidation)
RICH:
NOx release
NOx conversion
(Desulfation)
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Urea SCR
Within Europe, the principal NOx control strategystarting in 2005, is Selective Catalytic Reduction(SCR) using ammonia, derived from urea as thereductant.
Here ammonia reacts with NOx selectively on acatalyst, such as V2O5TiO2, under oxygen richexhaust gas
Urea/water solution reacts at > 200 Cto form NH3 and CO2.
NH3 reduces NO and NO2 to N2. NOx reduction > 80 % possible.
Fuel with S up to 500 ppm can be used.
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Urea SCR System Schematic
Oxidation
Catalyst
2 x SCR
Catalysts
Urea Injector
FLOW
1 x Pt Clean-up
Catalyst
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3000
Vehicle Weight (kg)
HC De-NOX
NOx adsorber
Urea SCR
20
202040
60
80
100
Euro-4 limit
Vehicle dependent Applicability of NOx Converters
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EMISSION CONTROL FOCUS ON PM + NOx
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DPF+SCR
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DPF+SCR+AMOX
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A Cleaner Future for India (Mobile Emissions)
Capabilities Exist. Tighter Regulations in EU, Japan, US are in place
Technology is available and in production
Cost to implement is reasonable
Experiments in various R&D Centres have been initiated
To Get Ahead of the Curve.
Growth Tighter Regulations required
Various refined fuels to be evaluated including Hydrogen
Lower Fuel Sulphur (to 50 PPM)
Retrofit Diesel (especially HD)
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Thanking You !