. EMISSION CONTROL NORMS IN SI AND CI ENGINE
The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990’s. Since the year 2000, India
Emission control norms in SI engine.
EMISSION CONTROL NORMS IN SI ENGINE
Level of Emission Norms | 2/3 Wheelers ## | 4 Wheelers | |
2-Stroke | 4-Stroke | 4-Stroke | |
Euro I /India 2000 | * Intake, exhaust, combustion optimization * Catalytic converter | * 4-Stroke engine technology | * Intake, exhaust, combustion optimization *Carburetor optimization |
Euro II / Bharat Stage II | * Secondary air injection * Catalytic converter * CNG / LPG (3 wheelers only) | * Hot tube * Secondary air injection * CNG / LPG (3 wheelers only) | * Fuel injection * Catalytic converter * Fixed EGR * Multi-valve * CNG/LPG |
EuroIII/ Bharat Stage III | * Fuel injection * Catalytic converter | * Fuel injection * Carburetor+ catalytic converter | * Fuel injection +catalytic converter * Variable EGR * Variable valve timing * Multi-valve * On-board diagnostics system * CNG/LPG |
Euro IV / Bharat Stage IV | * To be developed | * Lean burn * Fuel injection+ catalytic converter | * Direct cylinder injection * Multi-brick catalytic converter * On-board diagnostics system |
## Euro norms are not applicable for 2 / 3 wheelers in India
Emission control norms in CI engine
Level Of Emission Norms | Technology Options |
Euro I / India 2000 | · Retarded injection timing · Open/re-entrant bowl, · Intake, exhaust and combustion optimisation · FIP~700-800 bar, low sac injectors · High swirl · Naturally aspirated |
Euro II / Bharat Stage II | · Turbocharging · Injection pressure > 800 bar, moderate swirl · High pressure inline / rotary pumps, injection rate control · VO nozzles · Re-entrant combustion chamber · Lube oil consumption control · Inter-cooling (optional, depends on specific power), · EGR (may be required for high speed car engines) · Conversion to CNG with catalytic converter |
Euro III / Bharat Stage III | · Multi valve, · Low swirl – high injection pressure > 120 bar · Rotary pumps, pilot injection rate shaping · Electronic fuel injection · Critical lube oil consumption control · Variable geometry turbocharger (VGT) · Inter-cooling · Oxycat & EGR · CNG/LPG · High specific power output |
Euro IV / Bharat Stage IV | · Particulate trap · NOx trap · On board Diagnostics system · Common rail injection-injection pressure>1600 bar · Fuel Cell · CNG/LPG |
On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The implementation schedule of EU emission standards in India
The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi
For 2-and 3-wheelers, Bharat Stage II (Euro 2) is be applicable from April 1, 2005 and Stage III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, 2010.
INDIAN EMISSION STANDARDS
Indian Emission Standards (4-Wheel Vehicles) | |||
Standard | Reference | Date | Region |
India 2000 | Euro 1 | 2000 | Nationwide |
Bharat Stage II | Euro 2 | 2001 2003-04 2004-05 | NCR*, Mumbai, Kolkata, Chennai NCR*, 10 Cities† Nationwide |
Bharat Stage III | Euro 3 | 2005-04 2004-10 | NCR*, 10 Cities† Nationwide |
Bharat Stage IV | Euro 4 | 2010-04 | NCR*, 10 Cities† |
* National Capital Region (Delhi
† Mumbai, Kolkata, Chennai, Bangalore , Hyderabad , Ahmedabad, Pune, Surat , Kanpur and Agra
The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi
For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, 2010.
Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg—are listed in
Emissions are tested over the ECE R4913-mode test (through the Euro II stage).
EMISSION STANDARDS FOR DIESEL TRUCK AND BUS ENGINES, G/KWH | |||||
Year | Reference | CO | HC | NOx | PMM |
1992 | - | 17.3-32.6 | 2.7-3.7 | - | - |
1996 | - | 11.20 | 2.40 | 14.4 | - |
2000 | Euro I | 4.5 | 1.1 | 8.0 | 0.36* |
2005† | Euro II | 4.0 | 1.1 | 7.0 | 0.15 |
2010† | Euro III | 2.1 | 0.66 | 5.0 | 0.10 |
* 0.612 for engines below 85 kW † earlier introduction in selected regions, | |||||
(Also Read :Emission Control Techniques | Tech Blog | Mechanical enginering)
Emission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarized in Table 3. Ranges of emission limits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1 and later standards. The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).
Table 4.5 EMISSION STANDARDS FOR LIGHT-DUTY DIESEL VEHICLES, G/KM | |||||
Year | Reference | CO | HC | HC+NOx | PM |
1992 | - | 17.3-32.6 | 2.7-3.7 | - | - |
1996 | - | 5.0-9.0 | - | 2.0-4.0 | - |
2000 | Euro 1 | 2.72-6.90 | - | 0.97-1.70 | 0.14-0.25 |
2005† | Euro 2 | 1.0-1.5 | - | 0.7-1.2 | 0.08-0.17 |
† earlier introduction in selected regions, see Table 4.3 | |||||
The test cycle has been the ECE + EUDCfor low power vehicles (with maximum speed limited to 90 km/h). Before 2000, emissions were measured over an Indian test cycle. Engines for use in light-duty vehicles can be also emission tested using an engine dynamometer. The respective emission standards are listed in Table 4.3
Table 4.6 EMISSION STANDARDS FOR LIGHT-DUTY DIESEL ENGINES, G/KWH | |||||
Year | Reference | CO | HC | NOx | PM |
1992 | - | 14.0 | 3.5 | 18.0 | - |
1996 | - | 11.20 | 2.40 | 14.4 | - |
2000 | Euro I | 4.5 | 1.1 | 8.0 | 0.36* |
2005† | Euro II | 4.0 | 1.1 | 7.0 | 0.15 |
* 0.612 for engines below 85 kW † earlier introduction in selected regions, see Table 4.3 | |||||
Emission standards for gasoline vehicles (GVW ≤ 3,500 kg) are summarized in Table 5. Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicleemission standards page). The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).
Table 4.7 EMISSION STANDARDS FOR GASOLINE VEHICLES (GVW ≤ 3,500 KG), G/KM | ||||
Year | Reference | CO | HC | 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 | Euro 1 | 2.72-6.90 | - | 0.97-1.70 |
2005† | Euro 2 | 2.2-5.0 | - | 0.5-0.7 |
* for catalytic converter fitted vehicles † earlier introduction in selected regions, see Table 4.3 | ||||
Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.
Table 4.8 EMISSION STANDARDS FOR 3-WHEEL GASOLINE VEHICLES, G/KM | |||
Year | CO | HC | HC+NOx |
1991 | 12-30 | 8-12 | - |
1996 | 6.75 | - | 5.40 |
2000 | 4.00 | - | 2.00 |
Table 4.9 EMISSION STANDARDS FOR 2-WHEEL GASOLINE VEHICLES, G/KM | |||
Year | CO | HC | HC+NOx |
1991 | 12-30 | 8-12 | - |
1996 | 4.50 | - | 3.60 |
2000 | 2.00 | - | 2.00 |
CONCLUSION
Efforts are being made to reduce the consumption of fossil fuels and maximize the utilization of environment-friendly energy sources and fuels for meeting energy needs. In India Battery operated vehicles, fuel cell vehicles, hydrogen powered vehicles and bio-fuel powered vehicles have been identified in this context. The development activities of such fuels and vehicles need to be further encouraged particularly in view of their potential to protect the environment.Hybrid Electric Vehicles (HEVs) use the combination of engine of a conventional vehicle with electric motor powered by traction batteries and/or fuel cell. This combination helps in achieving both the energy and environmental goals. The deployment of a large number of this type of vehicles would help us in terms of environmental benefits, reduction of oil consumption and reduction in emissions. In hybrid electric vehicles propulsion, energy is available from more than one source of energy. The three configurations of HEV are series hybrid system, parallel hybrid system and split hybrid system. Fuel cells produce electricity, employing reaction between hydrogen and oxygen gases, electrochemically. Fuel cells are efficient, environmentally benign, compact, modular and reliable for power generation. Different type of Fuel cells currently under development are the Protons Exchange Membrane Fuel Cells (PEMFCs), Phosphoric Acid Fuel Cells (PAFCs), Molten Carbonate Fuel Cells (MCFCs),Solid Oxide Fuel Cells (SOFCs) etc. Hydrogen is receiving worldwide attention as a clean fuel and efficient energy storage medium for automobiles. Hydrogen can replace or supplement oil used in road transportation. Bio-fuel is an efficient, environment friendly, 100 per cent natural energy alternative to petroleum fuels9-10. In view of the potential of being produced from several agricultural sources and because of its low emission characteristics, bio-fuels in recent years are receiving a great deal of attention as a substitute to petroleum fuels. Ethanol and bio-diesel are the two bio-fuels which are being looked upon as the potential fuels for surface transportation.
REFERENCES
1. www.howstuffworks.com
2. www.dieselnet.in
3. www.auto101.com
4. www.wikipedia.com
5. Mathur & Sharma.; Internal Combustion Engine, Dhanpat rai publications.pp 774- 778
No comments:
Post a Comment