bs iii bs iv

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Automotive Technologies for BS-III and BS-IV

BHARAT DOGRA AUTOMOBILE DEPARTMENT

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Contents:

• Emission Regulations and Auto Fuel Policy

• Technology progression

• BS III and BS IV technology requirements

• Challenges and issues, Next steps


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IDLE EMISSION

FAS (DIESEL)

CMVR 91 (PETROL)

CMVR 92

(DIESEL)

CMVR 96 (DIESEL)

EVA & CC EMI (PETROL)

BS-I (ENTIRE COUNTRY)

BS-II

(NCR)

BS-III

(11 CITIES)

BS-III

(ENTIRE COUNTRY)??

BS-I

(NCR)

History Of Emission Regulations in India (Lead Introductions)BS-IV

(SELECT CITIES)

CNG Buses Delhi

1989 1992 1995 1998 2001 2004 2007 2010

Cabinet accepts Auto fuel policy09, 2003

Court Intervention Formation of Committee

Report by Committee

BS-IV Review


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Auto Fuel Policy (A Recap)

• Expert Committee Constituted by Government of India, headed by Dr R A Mashelkar, (Director General, CSIR)

• Provides guideline road-map for new vehicles, with review to be done in year 2006

• Took an holistic view:• Automobile Technologies• Corresponding Fuel Quality• Impact on Environment• Social Cost• Security of Fuel supply• Emissions from in-use vehicles

• Guiding principles in respect of taxation of fuels: To the extent auto fuels meet the recommended emissions norms, the choice of fuel should not be distorted by way of taxes.

Maintenance of relative prices with appropriate consideration to energy content should be a desirable goal of taxation policy.

• Recommendation by committeeQuote:

As elsewhere in the world, the Government should decide only the vehicular emission standards and the corresponding fuel specifications without specifying vehicle technology and the type of fuel.

:Unquote

Report was approved by the Cabinet in October 2003 BHARAT DOGRA AUTOMOBILE DEPARTMENT

5

0

5

10

15

20

25

Reg

ula

ted

Po

llu

tan

ts (

g/k

m)

21.6

7.9

3.83 1.78 1.25 0.825

1991 1996 2000BS-II

2005BS-III

2010 ?BS-IV

2015 ?1999BS-I

0

2

4

6

8

10

12

14

16

18

Re

gu

late

d P

ollu

tan

ts (

g/k

m)

16.3

11.68

3.692.7

2.651.18

1991 1996 2000BS-II

2005BS-III

2010 ?BS-IV

2015 ?1999BS-I

26 fold reduction (96.2%)

14 fold reduction (92.8%)

Diesel Passenger Car Petrol Passenger Car

Change in Tailpipe Emissions

25.50

8.10

4.00 3.00

0.00

5.00

10.00

15.00

20.00

25.00

30.00

1991 1996 2000 2005

Re

gu

late

d P

ollu

tan

ts (

g/k

m)

8 fold reduction (88%)

2 & 3 Wheelers

05

101520253035

Commercial Vehicles

29.0

13.96 12.257.86

3.98

2010 ?200520001991 1996BS-IVBS-IIIBS-I

2001

7 fold reduction (86.3%)R

egul

ated

Pol

luta

nts

(g/k

Wh

r)

Need to assess an impact on environmentBHARAT DOGRA AUTOMOBILE DEPARTMENT

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The Law of Diminishing Returns• The closer we get to the goal of zero emissions of a pollutant, the more costly it becomes to

eliminate each unit.

• Continued progress, however, requires using methods that are more and more expensive, and remove smaller and smaller amounts of pollutants.

• At some point, the costs outweigh the benefits.

Source: ECO-SANITY, A Common Sense Guide to Environmentalism, Joseph L Bast et al


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Turbo system

Natural aspiration

Turbocharger

(Optional waste-gate & Intercooler)

Turbocharger

With intercooler

Variable Geometry

Turbocharger

Injection Pressure

s

300 / 600 bar

(IDI / DI Engines)

800-1000 bar

Mech injection

With DPF / SCR

Technology Movement - Diesel

Cylinder head/ports

2 valve/cylinder, inclined injector location4valves/cylinder,

centralised injection

BS-III BS-IV

1000-1200 bar(Electronic injection control)

1600-1800 bar(CR, UI)

>2000 bar

After treatment System

Simple exhaust

With EGR &/or catalytic converter


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Typical Common Rail System with Sensors and ECU


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Significance of Common Rail

• Injection pressures are going up from 1000 to 1800 bar and beyond

• Common rail system is sensitive to fuel quality parameters such as sediments, water content, particulate matter content, lubricity, any other market abuse

• System Servicing needs to be done by authorised and trained staff


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Sr.

No.Parameters SCR EGR

1 Components

* Urea tank

* Delivery Module

* Dosing Module

* Injection Nozzle

* ECU

* EGR Valve

* EGR Cooler

* EGR Control

2NOx reducing

potentialYes Adequate

3Particulate after

treatmentNot required for Euro-IV Required (POC / DPF)

4 Fuel economy impact1- 3% benefit over EGR

(urea consumption included)--

5Infrastructure

requirements for ureaYes No

6 Development Time High Low

7 System Complexity High Moderate

SCR and EGR options for NOx control


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Selective Catalytic Reduction

SCR catalyst

Pump

Air

T_in

Urea Tank

Urea-SCR ECU

Urea injection

Engine ECU

CAN link

NOx

T_out

Exhaustgas

CO, HC,

PM, NOx

DOC SCR

CO2, H2O,

PM, NO/NO2

CO2, H2O,

PM, N2

Urea injection

DOC2NO + O2 2NO2

4HC + 3O2 2CO2 + 2H2O

2CO + O2 2CO2

C + O2 2CO2

SCR

4NH3 + 4NO + O2 4N2 + 6H2O

8NH3 + 6NO2 7N2 + 12H2O

Relies on UREA for emissions reduction - Infra structure requiredBHARAT DOGRA AUTOMOBILE DEPARTMENT

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Significance of SCR Technology for Heavy Duty Application

• Improved fuel economy

• Necessary for Heavy Duty trucks particularly viewed against infrastructure

development

• In Europe, most of OEMs are with SCR at Euro-IV, notably being Daimler

Chrysler, Iveco, Volvo, DAF etc.

• Inevitable for Heavy Duty Euro-V and beyond


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Particulate Filters

• Particulate burning through a secondary injection

• Fuel availability of less than 50 ppm sulphur content must

• High ash content in oil is deterrent for satisfactory operation of DPF

• Generally used on light duty diesel and passenger cars


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Fuel system

Carburetor with open

loop system

MPFI with EMS and close loop

MPFI with multi-valve 4 v/cyl, VVT

Exhaust system

EGR/3-way cat-

con

Mapped EGR/Advanced EGR tolerant

processes

Close coupled catalyst

Catalyst with early light-off technology

Technology movement - Gasoline

Direct injection

BS-IV


Gasoline Engines – BS IV Compliance Challenges

Exhaust Emissions – After Treatment & EMS Technology

Objective: To minimise engine warm up and catalyst light-off duration to reduce cold emissions.

• Close coupled catalyst with faster light- off components comprising of optimized precious metal loading, wash coat and thin wall substrate.

• Thermally stable & durable catalyst substrate and wash coat technology.

• EMS control strategy to enable rapid catalyst light- off, optimized open loop – after start fuelling (trade off between CO/HC emissions, driveability and catalyst light-off duration).

• Faster response oxygen sensors to enable quicker closed loop AFR control.


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Technology movement – CNG (3 & 4 Wheelers)

EngineTurbocharged, intercooled

Stochiometric combustion, Naturally

aspirated, 3 way catalyst,

mechanical/electronic distribution systems

BS-IV

Low weight gas cylinders

need to be developed


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Fuel Properties BS-III BS-IV Remarks

Cetane Number – Diesel 51 51Higher Cetane number is desired (~53) to improve cranking time, cold startability, exhaust emissions and combustion noise

Max Sulphur content, ppm - Diesel

350 50

Reduction in sulphur must for PM reduction and for after-treatment system. Europe is promoting 10 ppm. Adulteration adversely impacts durability of emission control system.

Lubricity, max, microns 460 460Must for FIE durability. Adulteration adversly impacts this requirement.

What fuel parameters need to be addressed for BS-III and BS-IV norms?


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Challenges & Issues, Next Steps

Technology development

Investment & Installation of manufacturing Plant and machinery

Supply chain management

Duality of norms

Clean fuel at outlets

Infrastructure of Urea

Inspection & Maintenance Programme

- Cost


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END OF LECTURE


bs iii bs iv

Documents

close coupled

technology

emission regulations

treatment

catalyst light

entire country

ha ra

regulated