Describes technologies required to meet euro vi standards and correct Indian scenario

1. EURO VI TECHNOLOGIES AND
ITS IMPLEMENTATION
A SEMINAR PRESENTATION ON
BY
SHIRIL SAJU
B120217ME
MEB- S8
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2. CONTENTS
INTRODUCTION
GOVERNMENT DECISION
EMISSION REGULATIONS
TECHNOLOGIES REQUIRED
DIESEL PARTICULATE FILTER
SELECTIVE CATALYTIC REDUCTION
CONCLUSION
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3. INTRODUCTION
Emission norms- standards by government to regulate emission
Bharat stage (BS) vs EURO emission standards- can use interchangeably
Implementation- EURO leads BS by two stages
Current scenario in India- BS VI in 33cities for 4wheelers and in NCR for 2wheelers
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5. China is already in the stage of Euro V equivalent emission standard
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7. GOVERNMENT DECISION
Will skip BS V to implement BS VI by 2020
Major technical challenge will be for 4wheelers and heavy duty vehicles- and they
will be implementing similar technologies
For 2wheelers/3wheelers
 No clarification about BS VI implementation
 No confirmation about the technologies to be implemented
 From current BS III state to BS VI and then to BS VI in this short time will
be challenging
 BS IV will require stricter evaporative emission controls and catalytic
converters in some models- Himalayan will not be available in Delhi
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8. EMISSION REGULATIONS TO REACH EURO VI
Major concern when moving from EURO IV to EURO VI - Diesel NOx and Diesel PM
WHY?
 SI engines are inherently cleaner due
to homogenous combustion
 PM production from SI is negligible/
gasoline particulate filter may need
 NOx from SI is under control
What about CO, CO2 and HC?
 CO and HC regulations don’t change
 No regulations for CO2 currently
An indicative table about regulation-for passenger cars
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9. TECHNOLOGIES REQUIRED
For EURO V- DIESEL PARTICULATE FILTER (DPF)
WHAT IS IT ?
Cylindrical object attached with engine to remove PM
Temperatures around 600 degrees required
WHY A PROBLEM ?
Bonnet will need to be elongated
Problem for sub-4m cars
Maintenance increases
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11. TECHNOLOGIES REQUIRED
For EURO VI- SELECTIVE CATALYTIC REDUCTION (SCR)
WHAT IS IT ?
 SCR reduces oxides of nitrogen by injecting a solution called Adblue (aqueous urea)
 Adblue by hydrolysis is converted to ammonia which reduces oxides
WHY A PROBLEM ?
 Need of Adblue availability
 Need of Adblue tank and its
safety
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12. TECHNOLOGIES REQUIRED
IS SCR SUFFICIENT TO REGULATE NOx LEVEL?
NO, in general
EGR will be used in conjunction
HOW IT WORKS?
Factors which promote NOx production- Temperature and Oxygen
content
EGR reduces average engine temperature- Specific heat of exhaust
is higher- cooled EGR boosts this effect
EGR reduces excess oxygen in cylinder
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13. DIESEL PARTICULATE FILTER (DPF)
HOW IT WORKS?
 Particulate Matter (PM) will be collected on the walls of the DPF
 The collected PM will be then oxidized to leave only a tiny ash residue-
REGENERATION- otherwise block will occur
REGENERATION
PASSIVE REGENERATION
ACTIVE REGENERATION
FORCED REGENERATION (repair mode)
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14. PASSIVE REGENERATION
 When operating conditions maintain sufficient exhaust temperature (>600degrees),
therefore enabling continuous oxidation of the PM.
 Does not affect engine performance and hence preferred
 When exhaust temperature is not enough- active regeneration
ACTIVE REGENERATION (usually only for <1% of operating time)
 When soot load reaches >45%
 Controlled by ECU- measure back pressure and/or temperature
 Small amount of fuel injected upstream to the DPF
 Chemical reaction over the DOC raises exhaust gas temperature
 Results in increased fuel consumption
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15. PROMOTING PASSIVE REGENERATION
 Exhaust temperature required for oxidation of PM can be reduced to around
400degrees
 Possibilities a) Fuel-borne catalyst like cerium oxide
b) Combining catalytic converters to DPF with the use of precious
metal catalysts- oxidation of CO/NO will release energy
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16. SELECTIVE CATALYTIC REDUCTION (SCR)
WHY IS IT IMPORTANT?
 SCR can reduce NOx emissions up to 90 percent while simultaneously
reducing HC and CO emissions by 50-90 percent and PM emissions by 30-50
percent
 In conjunction with DPF will result in greater reduction of PM
WHY THE NAME SCR?
 System ‘selectively reduces’ NOx in exhaust, using anyone of the following
ammonia based systems
 Pure anhydrous ammonia- toxic
 Aqueous urea (hydrolyzed to form oxidizing ammonia)- Diesel Exhaust
Fluid (DEF)/ Adblue solution- best suitable
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17. HOW IT WORKS?
 Process 1- Injection of urea solution
 Process 2- Hydrolysis of urea solution to form ammonia
 Process 3- Reduction of NOx in SCR catalyst- ceramic substrate+tungsten
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19. WHAT ABOUT CARBON DIOXIDE?
India is the 3rd largest emitter of CO2. 8.5% by road transportation.
India doesn’t have any CO2/ efficiency standards
Regulating CO2= Increasing fuel efficiency.
India’s Bureau of Energy Efficiency (BEE) has put forward a proposal mandating a
15 percent reduction in fuel consumption. HOW?
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20. CONCLUSION
Implementation of EURO6 in India by 2020 will be a big challenge for the
automobile manufactures since it involves advanced technologies and needs a
lot of testing time
Even though we are planning to skip EURO5, during testing there is a need to
test DPF and SCR separately for enough operating time.
DPF and SCR are promising technologies to keep emission levels under euro6
standards.
Inclusion of these technologies will increase the cost of production of vehicles
considerably
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21. REFERENCE
[3]http://indianexpress.com/article/explained/simply-put-what-needs-to-
be-done-to-upgrade-from-bs-iv/
[7]https://en.wikipedia.org/wiki/Bharat_Stage_emission_standards#Mo
tor_vehicles
[5]http://cpcb.nic.in/Vehicular_Exhaust.php
[1]Estimation of automobile emissions and control strategies in India Science of The
Total Environment, Volume 408, Issue 8, Pages 1800-1811_K.S. Nesamani
[2]Indian emission regulations_2011_ARAI Pune
[4]https://dieselnet.com/
[6]http://aqicn.org/map/world/
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