EMISSION NORMS - INDIA S.NO COMBUSTION PRODUCT AFFECTEDPART - - PowerPoint PPT Presentation

EMISSION NORMS

• INDIA

Causes eye irritation and reduction in Visibility. Eyes SMOKE 5 Causes eye irritation and reduction to Visibility, can cause lung cancer, can cause skin disease can cause trouble in breathing. Eyes, Lungs, skin PARTICULATE MATTER 4 Toxic effect on lungs, Causes acute bronchitis in infants and School children. Lungs NITROGEN OXIDES 3 Reduces the oxygen carrying capacity of The blood and readiness with which the blood gives up

• xygen to the

tissues may cause heart diseases. Body CARBON MONOXIDE 2 Causes irritation, lung Cancer Eyes, Lungs HYDROCARBON 1 PROBLEMS AFFECTEDPART OF THEBODY COMBUSTION PRODUCT S.NO

APPLICABLE EMISSION NORMS IN INDIA DG sets Off highway

(Construction Equipment Vehicles)

On highway

(Cars,Trucks & Buses) Cars & 4 Wheeler driving cycle

• n chassis

dyno

Vehicles GVW <3.5 t

driving cycle on chassis dyno OR 13 mode

ISO-8178-A / ESC & ELR Vehicles GVW >3.5 t 13 mode ISO- 8178 -A / ESC & ELR

Tractors

(8 mode ISO-8178 C1) 5 mode ISO -8178-D2 8 mode ISO -8178-C1 8 mode ISO -8178-C1

Application Test Cycle

EMISSION NORMS

• INDIA

Off highway CEV (Construction Equipment Vehicles)

8 mode ISO -8178-C1

MODE 1 2 3 4 5 6 7 8 Torque % 100 75 50 10 100 75 50 Speed Rated Intermediate Low idle Weighting Factor 0.15 0.15 0.15 0.10 0.10 0.1 0.1 0.15

Stage Capacity Date of Implementation NOx g/kW-h HC g/kW-h NOx + HC g/kW-h CO g/kW-h PM g/kW-h Current ALL 1-7-2000 18.0 3.5

• 14.0
• 37 - 74 kW

9.2 1.3

• 6.5

0.85 75 – 129 kW 9.2 1.3

• 5.0

0.7 INDIA STAGE – II (Same as Europe stage 1) 130 – 560 kW Proposed from

• Apr. 2007

9.2 1.3

• 5.0

0.54 18 – 36 kW

• 7.5

5.5 0.6 37 - 74 kW

• 4.7

5.0 0.4 75 – 129 kW

• 4.0

5.0 0.3 INDIA STAGE – III (Same as Europe stage IIIA 130 – 560 kW Proposed from

• Apr. 2011
• 4.0

3.5 0.2

CEV means rubber tyred / padded or steel drum wheel mounted, self propelled excavator, loader, backhoe, dumper, motor grader, mobile crane, dozer thereof designed for off-highway operations in mining, irrigation and general construction manufactured with “on or/and off” highway capabilities.

EMISSION NORMS- INDIA On highway (cars, Trucks, Buses)

Driving Cycle

• n Chassis

Dynamometer Cars < 6 persons < 2500 kg GVW Light duty Diesel Vehicles. (LCV / HCV) GVW 2500 - 3500 kgs Diesel Vehicles. (Trucks & Buses) GVW > 3500 kgs. Driving Cycle

• n Chassis

Dynamometer

13 mode

ISO -8178-A (on engine dynamometer)

OR

13 mode

ISO -8178-A / ESC & ELR (on engine dynamometer)

Table A Table B Table C Table D

MODIFIED INDIAN DRIVING CYCLE (MINDC)

Stage Date of Implementation NOx g/km NOx + HC g/km CO g/km PM g/km

• Apr. 2003 for

NCR & 10 Cities Bharat Stage II (Same as Euro 2)

• Apr. 2005

Nationwide

• 0.7

1.00 0.08

• Apr. 2005 for

NCR & 10 Cities Bharat Stage III (Same as Euro 3)

• Apr. 2010

Nationwide 0.50 0.56 0.64 0.05

TABLE A

NCR - National Capital Region (Delhi) 10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.

Stage Date of Implementation NOx g/km NOx + HC g/km CO g/km PM g/km India 2000

(Same as Euro 1

• f light trucks)

2000

• 1.70

6.90 0.25 Bharat Stage II

(Same as Euro 2

• f light trucks)
• Apr. 2005

Nationwide

• 1.20

1.5 0.17 Bharat Stage III

(Same as Euro 3

• f light trucks)
• Apr. 2005

NCR + 10 cities

• Apr. 2010

Nationwide 0.78 0.86 0.95 0.10

TABLE B

Stage Test Cycle Date of Implementation NOx g/Kw-h HC g/Kw-h CO g/Kw-h PM g/Kw-h India 2000

(Same as Euro I

• f heavy trucks)

ISO 8178 A 13 Mode 2000 8.0 1.1 4.5 0.36 (> 85 kW) 0.61 (< 85 kW) Bharat Stage II

(Same as Euro II

• f heavy trucks)

ISO 8178 A 13 Mode

• Apr. 2005

Nationwide 7.0 1.1 4.0 0.15

TABLE C

NCR - National Capital Region (Delhi) 10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.

Stage Test Cycle Date of Implementation NOx g/Kw-h HC g/Kw-h CO g/Kw-h PM g/Kw-h Smoke m-1 India 2000

(Same as Euro I)

ISO 8178 A 13 Mode 2000 8.0 1.1 4.5 0.36 (for > 85 kW) 0.61 (for < 85 kW)

• Bharat Stage II

(Same as Euro II)

ISO 8178 A 13 Mode

• Apr. 2005

Nationwide 7.0 1.1 4.0 0.15

• Bharat Stage III

(Same as Euro III)

ESC & ELR 13 Mode

• Apr. 2005

NCR + 10 cities

• Apr. 2010

Nationwide 5.0 0.66 2.1 0.1 0.8

TABLE D

NCR - National Capital Region (Delhi) 10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.

MODE 1 2 3 4 5 6 7 8 9 10 11 12 13 Speed Low idle Intermediate Low idle Rated Low idle Torque % 10 25 50 75 100 100 75 50 25 10 Weighting Factor 0.08 0.08 0.08 0.08 0.08 0.25 0.08 0.1 0.02 0.02 0.02 0.02 0.08

ISO 8178 A (13 Mode) / ECE R 49

MODE 1 2 3 4 5 6 7 8 9 10 11 12 13 Speed A B B A A A B B C C C C C Torque % 100 50 75 50 75 25 100 25 100 25 75 50 Weighting Factor 0.15 0.08 0.1 0.1 0.05 0.05 0.05 0.09 0.10 0.08 0.05 0.05 0.05 Duration (Minutes) 4 2 2 2 2 2 2 2 2 2 2 2 2

EUROPEAN STATIONARY CYCLE (ESC)

A = nlo + 0.25(nhi - nlo) B = nlo + 0.50(nhi - nlo) C = nlo + 0.75(nhi - nlo) nlo = lowest engine speed ( below the rated speed )where 50 %

• f the declared max net power occurs.

nhi = Highest engine speed ( above the rated speed) where 70 %

• f the declared max net power occurs.

During emission certification testing, the certification personnel may request additional random testing modes within the cycle control area ( ref fig). Max emission at these extra modes are determined by interpolation between the results from the neighbouring regular test modes.

EUROPEAN LOAD RESPONSE (ELR)

This ELR test has been introduced by EURO III emission regulation for the purpose of smoke opacity measurements. Test consists of a sequece of 3 load steps at each of the 3 engine speeds. A (cycle 1), B ( cycle 2) and C (cycle 3) followed by cycle 4 at speed between A and C and load between 10 to 100 % selected by the certification personnel. Speed A, B and C are defined in ESC cycle. Smoke values are continuously sampled during the ELR test with a frequency of atleast 20 Hs. The smoke traces are then analysed to determined by calculation.

Indian Emission Road Map – Status May 2003 Bharat stage II (Equivalent Euro II*)

* EURO II with Indian driving cycle (vmax = 90km/h) = Bharat Stage II

Bharat stage II All over India April 1st 2005 Delhi / NCR Mumbai Kolkata Chennai Bangalore Hyderabad Ahmedabad Pune Surat Kanpur Agra With effect from 2000 - 2001 April 1st 2003

Indian Emission Road Map – Status May 2003 Bharat stage III (Equivalent Euro III)

Bharat stage III All over India April 1st 2010 With effect from 1st April 2005 Delhi Mumbai Kolkata Chennai Bangalore Hyderabad Ahmedabad Pune Surat Kanpur Agra

Indian Emission Road Map - Bharat stage IV (Equivalent Euro IV)

With effect from ? With effect from 1st Oct 2010* Delhi Mumbai Kolkata Chennai Bangalore Hyderabad Ahmedabad Pune Surat Kanpur Agra

Mass Emission Standards - Bharat Stage II Passenger car and Light duty vehicle

Mass Emission Standards - Bharat Stage II Passenger car and Light duty vehicle

Modified Indian Driving Cycle (MINDC) Passenger Car & Light Duty Vehicle

Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg

• 1. Implemented in NCR from 23.11.2001, Rest of India : Yet to announce
• 2. There shall be no relaxation for COP purposes
• 3. The tests shall be carried out on the engine dynamometer as per ECE R49
• 4. The reference fuel shall be of a maximum of 0.05 % Sulphur content

On Engine Dynamometer :

Source : Notification by Government of India, Ministry of Road Transport and Highways, New Delhi dt. 24th April, 2001

Limit values g/kWh for type approval (TA) as well as COP CO HC NOX PM 4.0 1.1 7.0 0.15 Bharat stage II

Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg

For type approval to row A of the table, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas re-circulation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust after-treatment systems including the NOx catalysts and/or particulate traps, shall additionally be tested on the ETC test. For type approval testing to either row B1 or B2 or row C of the table the emissions shall be determined on the ESC, ELR and ETC tests. Mass of carbon monoxide (CO) g/kWh Mass of hydrocarbons (HC) g/kWh Mass of nitrogen

• xides

(NOx) g/kWh Mass of particlates (PT) g/kWh Smoke m-1 A (2000) 2.1 0.66 5.0 0.1 0.13 (1) 0.80 B1 (2005) 1.5 0.46 3.5 0.02 0.50 B2 (2008) 1.5 0.46 2.0 0.02 0.50 C (EEV) 1.5 0.25 2.0 0.02 0.15 Limit values - ESC and ELR test

(1) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of

more than 3000 rpm Source: European Union 88/77/EEC

A: Euro 3, B1: Euro 4, B2: Euro 5, C: ??

Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg

A: Euro 3, B1: Euro 4, B2: Euro 5, C: ??

Mass of carbon monoxide (CO) g/kWh Mass of nonmethane hydrocarbons (HC) g/kWh Mass of Methane (CH4)

(2) g/kWh

Mass of Nitrogen

• xides (NOx)

g/kWh Mass of Particulate g/kWh (PT)

(3)

g/kWh A (2000) 5.45 0.78 1.60 5.0 0.16 0.21

(4)

B1 (2005) 4.00 0.55 1.10 3.5 0.03 B2 (2008) 4.00 0.55 1.10 2.0 0.03 C (EEV) 3.00 0.40 0.65 2.0 0.02

(2) For NG engines only. (3) Not applicable for gas fuelled engines at stage A and stages B1 and B2.

Limit values - ETC tests

(1) (1) The conditions for verifying the acceptability of the ETC tests (see annex III, Appendix 2, section 3.9) when

measuring the emissions of gas fuelled engines against the limit values applicable in Row A shall be reexamined and , where necessary, modified in accordance with the procedure laid down in Article 13 of Directive 70/156/EEC. Source: European Union 88/77/EEC

(4) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of more than

3000 rpm.

• Internal combustion engines cause significant contributions

to atmospheric pollution, which has a damaging impact on

• ur health and the environment.
• In case of diesel engines the inherent benefits such as high

thermal efficiency are balanced by high emission of nitrogen oxides and diesel particulates.

DIESEL ENGINE POLLUTANTS AND THEIR EFFECTS

Carbon monoxide (CO) Hydrocarbon (HC) Nitrogen oxides (NOx) Particulate matter (PM) Smoke

Engine Emissions Control Technology Stages

• 1970-1984
• 1985-1989
• 1990
• 1991-1993
• 1994-1997
• 1998-2003
• 2004-2007

Emission Requirements Four Time Periods

NOx (gms/bhp-hr) PM (gms/bhp-hr) Time Frame Diesel Natural Gas Diesel Natural Gas Before 2002 4.0 2.0 .05 .02 2002-2006 2.5 1.3 .05 .02 2007-2009 2010+ 1.2 0.20 0.6 0.10 0.01 0.01 0.005 0.005

Heavy Duty Diesel Engine Emission Standards (Global On-Highway)

0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14 0.16 0.18 0.20 0.0 1.0 2.0 3.0 4.0 5.0 6.0 NOx (g/bhp-hr) PM (g/bhp-hr)

Japan 1999 Japan 2004 EURO III 2000 US 1998 US 2004 Japan 2007 Brazil/ Argentina 2000 Korea 2000 Korea 2002 AUS 2002 AUS 2006 EURO IV 2005 EURO V 2008 US 2007

Diesel Oxidation Catalyst (30-40%) Diesel Particulate Filters (80-90%) Engine Design Exhaust Gas Recirculation Selective Catalytic Reduction or Other

On-highway Regulation types Certification Test Procedure Comparison

1970-1984: Engine Modifications

• Air handling system

–

Turbocharging

–

Water-to-air aftercooling; intake manifold temperature approximately 210°F

• Fuel handling system

–

Air-fuel ratio controller

–

Fixed-timed mechanical fuel injection; peak injection pressure approximately 14,000 psi

• Combustion system

–

Cylinder components/overhead stiffened

Exhaust Manifold Intake Manifold Exhaust Manifold Aftercooler/Intake Manifold Compressor Turbine Naturally Aspirated Turbocharged and Aftercooled

Air Handling System Changes

Air Handling System Changes

T’Stat Radiator

Pump

Liners & Heads Oil Cooler Bypass

Naturally Aspirated

800F 1300F 2000F 1900F

High Flow Water-To-Air Cooling [Jacket Water Aftercooling (JWAC)]

T’Stat Radiator

Pump

Liners & Heads Oil Cooler After- cooler Bypass 2100F 800F 1350F 2000F 1920F 3700F

1985-1989: Emission Regulation Changes

• Implementation of the transient emissions test
• Emission standards

NOx: 10.7 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr PM: 0.6 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity

1985-1989: Engine Modifications

• Air handling system

–

Higher boost pressure

–

High flow water-to-air aftercooling; intake manifold temperature approximately 160°F

• Fuel handling system

–

Low sac volume nozzles

–

Rate control injection camshaft

–

Dual spring air-fuel ratio controller

–

Fixed-timed mechanical fuel injection; peak injection pressure approximately 16,000 psi

• Combustion system

–

Higher compression ratio

–

Early intake valve closing

–

Higher peak cylinder pressure capability

Fuel Injector Changes

High Sac Volume Nozzle Low Sac Volume Nozzle

Cup Section Plunger Tip Cup Section Plunger Tip Spray Holes Spray Holes

1990: Emission Regulation Changes

• Emission standards

NOx: 6.0 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr PM: 0.6 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity

1990: Engine Modifications

• Air handling system

– Low flow water-to-air aftercooling; intake

manifold temperature approximately 140°F

– Smaller turbine inlet housing

• Fuel handling system

– Retardation of injection timing – Mechanical fuel injection, two-step timing

control; peak injection pressure approximately 17,500 psi

Air Handling System Changes

High Flow Water-To-Air Cooling [Jacket Water Aftercooling (JWAC)] Low Flow Water-To-Air Cooling [Low Flow Cooling (LFC)] [Optimized Aftercooling (OAC)]

T’Stat Radiator Pump

Liners & Heads

Oil Cooler

Aftercooler

10% 90% 1500F T’Stat Radiator Pump

Liners & Heads

Oil Cooler After- cooler Bypass 2100F 800F 1350F

2000F

1920F 3700F 800F 1500F 2000F 1400F 4000F 1600F

1991-1993: Emission Regulation Changes

• Emission standards

NOx: 5.0 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr PM: 0.25 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity

1991-1993: Fuel Modifications

• Certification Fuel:

– 0.08% - 0.12% by weight sulfur – 27% aromatic content minimum

• Commercial Fuel:

– 0.2% - 0.5% by weight sulfur – 25% - 40% aromatic content

1991-1993: Engine Modifications

• Air handling system

–

Charge air (“air-to-air”) aftercooling; intake manifold temperature approximately 115°F

–

Leaner air-fuel ratio; in the range of 30:1 to 35:1

• Fuel handling system

–

Introduction of full authority electronics on some engine models; peak injection pressure approximately 21,000 psi

–

Mechanical fuel injection on remaining models, some with two- step timing control; peak injection pressure approximately 21,000 psi

• Combustion system

–

Articulated pistons with higher top ring

–

Oil ring taper changed

–

Reduced liner bore distortion

–

Valve stem seals introduced

–

Reduced dead air space

–

Improved lube oil control

Air Handling System Changes

Low Flow Water-To-Air Cooling [Low Flow Cooling (LFC)] [Optimized Aftercooling (OAC)]

T’Stat Radiator

Pump

Liners & Heads Oil Cooler Aftercooler Water Filter 1250F

Charge Air-to-Air Cooling (ATA)

Oil Cooler 4200F T’Stat Radiator

Pump

Liners & Heads

Aftercooler 10% 90% 1500F 1500F 2000F 1400F 4000F 1600F 800F 1500F 800F 2000F 1900F

Combustion System Changes

Standard Piston Articulated Piston

Combustion System Changes Dead Air Space

Conventional Piston Ring Positioning Reduced Dead Air Space (1991)

1994-1997: Emission Regulation Changes

Emission standards NOx: 5.0 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr PM: 0.10 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity Separate standards for urban bus engines NOx: 5.0 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr PM: 0.07 g/bhp- hr* Smoke A: 20% opacity B: 15% opacity C: 50% opacity *PM: 0.05 g/bhp-hr in 1996

1994-1997: Engine Modifications Heavy Heavy-Duty Diesel Engines

• Air handling system

–

Charge air (“air-to-air”) aftercooling; intake manifold temperature approximately 115°F

–

Improved “breathing”

–

Greater turbocharger efficiency

• Fuel handling system

–

Exclusive use of electronics

–

Higher injection pressure

–

Improved injection timing schedule

• Combustion system

–

Reentrant piston bowl, wide rim top

–

Tapered liner

–

Improved air motion in the chamber

• Reduced engine friction
• Redesigned water pump for lower pumping losses
• Improved air compressor

1994-1997: Engine Modifications Medium Heavy-Duty Diesel Engines

• Air handling system

–

Charge air (“air-to-air”) aftercooling; intake manifold temperature approximately 115°F

–

Wastegated turbochargers

• Fuel handling system

–

Higher injection pressures, approximately 19,800 psi

–

“Quick spill” end of injection

–

Improved injector spray geometry

• Combustion system

–

Reentrant piston bowl

–

Piston ring changes

–

Improved valve stem seals

–

Reduced dead air space

–

Compression ratio tailored to ratings

• Aftertreatment system

–

Oxidation catalyst

Wastegated Turbocharger

1 - Actuator Bracket 2 - Actuator 3 - Linkage 4 - Wastegate Valve

1998-2003: Emission Regulation Changes

Emission Standards Separate standards for certain centrally fueled fleets NOx: 4.0 g/bhp-hr NOx + HC: 3.8 g/bhp-hr CO: 15.5 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr HC: 1.3 g/bhp-hr PM PM: 0.10 g/bhp-hr HDDE: 0.10 g/bhp-hr Urban Bus: 0.05 g/bhp-hr Smoke A: 20% opacity Smoke A: 20% opacity B: 15% opacity B: 15% opacity C: 50% opacity C: 50% opacity

1998-2003: Engine Modifications

• Heavy heavy-duty diesel engines

– Evolution of 1994 technologies in the areas of

• air handling
• fuel handling
• combustion system

– Medium heavy-duty diesel engines

• Full authority electronic fuel injection systems with

injection rate control

• Centralized piston bowl and injector location
• 4 valve head for better breathing
• No aftertreatment

2004-2007: Emission Regulation Changes

• Emission Standards

NOx + NMHC: 2.5 g/bhp-hr CO : 15.5 g/bhp-hr PM: 0.10 g/bhp-hr 0.05 g/bhp-hr for urban buses Smoke A: 20% opacity B: 15% opacity C: 50% opacity

2004-2007: Potential Fuel Modifications

• Reduced sulfur content
• Higher cetane
• Lower aromatic content

2004-2007: Potential Engine Modifications

• Air handling system

– Wastegated turbochargers – Exhaust gas recirculation – Variable geometry turbochargers

• Fuel handling system

– Fuel injection systems capable of still higher injection

pressures (28,000 psi)

• Combustion system

– Stiffened to allow higher cylinder pressures (2,600 psi)

Controlling Heavy-Duty Engines Exhaust Gas Recirculation

Charge Air Cooler Exhaust Manifold Intake Manifold Compressor Turbine Electronic Control Module

Coolant Temperature Sensor

EGR Cooler EGR Valve

Throttle Position Sensor

High pressure air source Turbocharger speed sensor Boost pressure Exhaust Manifold Pressure Control pressure sensor Actuator control signal Electro-pneumatic Control valve VG Turbine Actuator Nozzle ring Compressor

Controlling Heavy-Duty Engines Variable Geometry Turbocharging

Stationary Restrictor Plate Moving Nozzle Ring

Electronic Control Module

Exhaust Manifold Intake Manifold

• Reduced lube oil consumption
• Low swirl and more number of spray holes
• Charge air intercooling
• Lower boost pressure
• Exhaust Gas Recirculation (EGR)
• Turbocharging
• Combustion chamber optimization
• Output derating
• High air fuel ratio
• High intake air swirl
• High compression ratio

PM HC CO NOx Engine parameter

• Needle closing (quick)
• Optimum injection duration
• No secondary injection
• Sac volume (smaller)
• (1)

High injection pressure

• Retarded injection timing
• Advanced injection timing
• (1)

High injection rate PM HC CO NOx Fuel Injection Equipment parameter

Methods of Emission Control

• Fuel Modification
• In-cylinder combustion control
• Exhaust gases after treatment.

Variable Geometry Turbocharger