Advance IC engines Lab Project

BHARAT STAGE IV
NORMS AND ITS LIMITS
OF VARIOUS EMISSIONS

SUBMITTED BY:
KAILASH LOHAR
M.S GOUTHAM

(BT13MEC042)
(BT13MEC043)

MAZHAR HUSSAIN (BT13MEC045)

SAHIL MISHRA

(BT13MEC046)

N. SIVA PRASAD

(BT13MEC047)

BHARAT STAGE EMISSION STANDARDS:

Bharat stage emission standards are emission standards instituted by the Government of
India to regulate the output of air pollutants from internal combustion engine equipment. The
standards, based on European Regulations were first introduced in 2000. Progressively
stringent norms have been rolled out since then. All new vehicles manufactured after the
implementation of the norms have to be compliant with the regulations. Since October 2010,
Bharat Stage (BS) III norms have been enforced across the country. In 13 major cities,
Bharat Stage IV emission norms have been in place since April 2010
Exhaust gas mainly consists of CO; HC; NOx; PM
CO emissions are Carbon Monoxide emissions are more evident in Petrol engines. Long
Term exposure can prevent oxygen transfer and increase headaches/nausea.
HC emissions are Hydrocarbons which are again more prevalent in Petrol engines. Short
term exposure can cause headaches, vomiting and disorientation.
NOx emissions are Nitrogen Oxide emissions which are more prevalent in Diesel engines.
Long Term exposure can cause Nose and eye irritation and damage lung tissue.
PM is Particulate matter, again more prevalent in a Diesel engine. Long Term exposure can
harm the respiratory tract and reduce lung function.

EMISSION NORMS:
The BS norms have been similar to Euro norms till now, and with norms after BS-IV not
defined yet, we compare the existing BS-III and BS-IV norms in India with the Euro 6 norms
on which Indias emission norms have been set.

Petrol Emission Norms (All figures in g/km)

Emission Norm

CO

BS-III

HC

NOx HC+NOx

PM

2.30 0.20

0.15

---

---

BS-IV

1.00 0.10

0.08

---

---

Euro 6

1.00 0.10

0.06

---

0.005

Diesel Emission Norms (All figures in g/km)

Emission Norm

CO

BS-III

HC

NOx

HC+NOx

PM

0.64 ---

0.50

0.56

0.05

BS-IV

0.50 ---

0.25

0.30

0.025

Euro 6

0.50 ---

0.06

0.17

0.005

Source - Indian Emissions Regulations/ARAI

HISTORY:

The first emission norms were introduced in India in 1991 for petrol and 1992 for
diesel vehicles. These were followed by making the Catalytic converter mandatory
for petrol vehicles and the introduction of unleaded petrol in the market.
On 29 April 1999 the Supreme Court of India ruled that all vehicles in India have to
meet Euro I or India 2000 norms by 1 June 1999 and Euro II will be mandatory in
the NCR by April 2000
Based on the recommendations of the committee, the National Auto Fuel policy was
announced officially in 2003. The roadmap for implementation of the Bharat Stage
norms were laid out till 2010. The policy also created guidelines for auto fuels,
reduction of pollution from older vehicles and R&D for air quality data creation and
health administration.
Indian Emission Standards (4-Wheel Vehicles)
STANDARD

REFERENCE

YEAR

INDIA 2000

Euro 1

2000

BS II

Euro 2

2001 - 2005

BS III

Euro 3

2005 - 2010

BS IV

Euro 4

2010

BS VI

Euro 5

2020 (to be proposed)

THE CYLINDER & HYDROCARBON EMISSION SOURCES

All these collection centers accumulate air fuel mixture during compression. They release
unburnt HCs during Expansion into Cylinder

HYDROCARBON EMISSION SOURCES FOR SI ENGINES

There are six primary Sources believed to be responsible for hydrocarbon emissions:
Source

% of fuel escaping
Normal combustion

% HC emissions

Crevices

5.2

38

Oil layers

1.0

16

Deposits

1.0

16

Liquid fuel

1.2

20

Flame quench

0.5

Exhaust valve leakage

0.1

Total

9.0

100

PLOTS:
1. Coolant Temperature Vs HC Emissions

3. Effect of Misfiring on HC Emissions

2. Ignition Timing Vs HC Emissions

HYDROCARBON EMISSION SOURCES FOR CI ENGINES

Overmixing of fuel and air - During the ignition delay period evaporated fuel mixes with the
air, regions of fuel-air mixture are produced that are too lean to burn.
Some of this fuel makes its way out the exhaust.
Longer ignition delay more fuel becomes overmixed.
Under mixing of fuel and air - Fuel leaving the injector nozzle at low velocity, at the end of
the injection process cannot completely mix with air and burn.
PLOTS:
Effect of Ignition Delay on HC Emissions in CI Engine

FORMATION OF CO IN SI ENGINES:

Formation of CO is well established.

Locally, there may not be enough O2 available for complete oxidation and some of
the carbon in the fuel ends up as CO.

The amount of CO, for a range of fuel composition and C/H ratios, is a function of the
relative air-fuel ratio.

Even at sufficient oxygen level, high peak temperatures can cause dissociation.

Conversion of CO to CO2 is governed by reaction

CO OH CO2 H

FORMATION OF CO IN CI ENGINES:

The mean air-fuel mixture present in the combustion chamber per cycle is far leaner
in the diesel engine than in the SI engine.

Due to a lack of homogeneity of the mixture built up by stratification, however,

extremely rich local zones are exist.

This produces high CO concentrations that are reduced to a greater or lesser extent
by post-oxidation.

When the excess-air ratio increases, dropping temperatures cause the post-oxidation
rate to be reduced.

The reactions freeze up.

However, the final CO concentrations of diesel engines therefore are far lower than in
SI engines.

The basic principles of CO formation, however, are the same as in SI engine.

NOX FORMATION IN I.C. ENGINES:

Three chemical reactions form the Zeldovich reaction are:

Forward rate constants:

k1, f 1.8 1011 exp 38370 / T

k 2, f 1.8 107 exp 4680 / T
k3, f 7.11010 exp 450 / T
Zelodvich reaction is the most significant mechanism of NO formation in IC engines.
PARTICULATES:

A high concentration of particulate matter (PM) is manifested as visible smoke in the

exhaust gases.

Particulates are any substance other than water that can be collected by filtering the
exhaust, classified as:

Solid carbon material or soot.

Condensed hydrocarbons and their partial oxidation products.

Diesel particulates consist of solid carbon (soot) at exhaust gas temperatures below
500oC, HC compounds become absorbed on the surface

EMISSIONS CONTROL

Three basic methods used to control engine emissions:

Engineering of combustion process -advances in fuel injectors, oxygen sensors, and

on-board computers.

Optimizing the choice of operating parameters -two NOx control measures that have
been used in automobile engines are spark retard and EGR.

After treatment devices in the exhaust system -catalytic converter.

1. Anatomy of Catalytic Converter for SI Engines

Lead and sulfur in the exhaust gas severely inhibit the operation of a catalytic converter
(poison).
2. Three-way Catalytic Converter

A catalyst forces a reaction at a temperature lower than normally occurs.

As the exhaust gases flow through the catalyst, the NO reacts with the CO, HC and
H2 via a reduction reaction on the catalyst surface.

NO+CON2+CO2 , NO+H2 N2+H2O, and others

The remaining CO and HC are removed through an oxidation reaction forming CO2
and H2O products (air added to exhaust after exhaust valve).

A three-way catalysts will function correctly only if the exhaust gas composition
corresponds to nearly (1%) stoichiometric combustion.

3. Effect of Mixture Composition