Date Time

March 17, 11:54

From: KNOWLEDGE DATABASES – ERC 2000

EMISSION CONTROL SYSTEMS

by Fred Bordoff

The need to control the emissions from automobiles gave rise to the computerization of the
automobile. Hydrocarbons, carbon monoxide and oxides of nitrogen are created during the
combustion process and are emitted into the atmosphere from the tail pipe. There are also
hydrocarbons emitted as a result of vaporization of gasoline and from the crankcase of the
automobile. The clean air act of 1977 set limits as to the amount of each of these pollutants
that could be emitted from an automobile. The manufacturers answer was the addition of
certain pollution control devices and the creation of a self adjusting engine. 1981 saw the first
of these self adjusting engines. They were called feedback fuel control systems. An oxygen
sensor was installed in the exhaust system and would measure the fuel content of the
exhaust stream. It then would send a signal to a microprocessor, which would analyze the
reading and operate a fuel mixture or air mixture device to create the proper air/fuel ratio. As
computer systems progressed, they were able to adjust ignition spark timing as well as
operate the other emission controls that were installed on the vehicle. The computer is also
capable of monitoring and diagnosing itself. If a fault is seen, the computer will alert the
vehicle operator by illuminating a malfunction indicator lamp. The computer will at the same
time record the fault in it's memory, so that a technician can at a later date retrieve that fault in
the form of a code which will help them determine the proper repair. Some of the more
popular emission control devices installed on the automobile are: EGR VALVE, CATALYTIC
CONVERTER, AIR PUMP, PCV VALVE, CHARCOAL CANISTER.

CATALYTIC CONVERTER
Automotive emissions are controlled in three ways, one is to promote more complete
combustion so that there are less by products. The second is to reintroduce excessive
hydrocarbons back into the engine for combustion and the third is to provide an additional
area for oxidation or combustion to occur. This additional area is called a catalytic converter.
The catalytic converter looks like a muffler. It is located in the exhaust system ahead of the
muffler. Inside the converter are pellets or a honeycomb made of platinum or palladium. The
platinum or palladium are used as a catalyst ( a catalyst is a substance used to speed up a
chemical process). As hydrocarbons or carbon monoxide in the exhaust are passed over the
catalyst, it is chemically oxidized or converted to carbon dioxide and water. As the converter
works to clean the exhaust, it develops heat. The dirtier the exhaust, the harder the converter
works and the more heat that is developed. In some cases the converter can be seen to glow
from excessive heat. If the converter works this hard to clean a dirty exhaust it will destroy
itself. Also leaded fuel will put a coating on the platinum or palladium and render the converter
ineffective.

PCV VALVE
The purpose of the positive crankcase ventilation (PCV) system, is to take the vapors
produced in the crankcase during the normal combustion process, and redirecting them into
the air/fuel intake system to be burned during combustion. These vapors dilute the air/fuel
mixture, they have to be carefully controlled and metered so as not to affect the performance
of the engine. This is the job of the positive crankcase ventilation (PCV) valve. At idle, when
the air/fuel mixture is very critical, just a little of the vapors are allowed in to the intake system.
At high speed when the mixture is less critical and the pressures in the engine are greater,
more of the vapors are allowed in to the intake system. When the valve or the system is
clogged, vapors will back up into the air filter housing or at worst, the excess pressure will
push past seals and create engine oil leaks. If the wrong valve is used or the system has air
leaks, the engine will idle rough, or at worst engine oil will be sucked out of the engine.

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From: KNOWLEDGE DATABASES – ERC 2000

EGR VALVE
The purpose of the exhaust gas recirculation valve (EGR) valve is to meter a small amount of
exhaust gas into the intake system, this dilutes the air/fuel mixture so as to lower the
combustion chamber temperature. Excessive combustion chamber temperature creates
oxides of nitrogen, which is a major pollutant. While the EGR valve is the most effective
method of controlling oxides of nitrogen, in it's very design it adversely affects engine
performance. The engine was not designed to run on exhaust gas. For this reason the
amount of exhaust entering the intake system has to be carefully monitored and controlled.
This is accomplished through a series of electrical and vacuum switches and the vehicle
computer. Since EGR action reduces performance by diluting the air /fuel mixture, the system
does not allow EGR action when the engine is cold or when the engine needs full power.

EVAPORATIVE CONTROLS
Gasoline evaporates quite easily. In the past these evaporative emissions were vented into
the atmosphere. 20% of all HC emissions from the automobile are from the gas tank. In 1970
legislation was passed, prohibiting venting of gas tank fumes into the atmosphere. An
evaporative control system was developed to eliminate this source of pollution. The function
of the fuel evaporative control system is to trap and store evaporative emissions from the gas
tank and carburetor. A charcoal canister is used to trap the fuel vapors. The fuel vapors
adhere to the charcoal, until the engine is started, and engine vacuum can be used to draw
the vapors into the engine, so that they can be burned along with the fuel/air mixture. This
system requires the use of a sealed gas tank filler cap. This cap is so important to the
operation of the system, that a test of the cap is now being integrated into many state
emission inspection programs. Pre-1970 cars released fuel vapors into the atmosphere
through the use of a vented gas cap. Today with the use of sealed caps, redesigned gas
tanks are used. The tank has to have the space for the vapors to collect so that they can then
be vented to the charcoal canister. A purge valve is used to control the vapor flow into the
engine. The purge valve is operated by engine vacuum. One common problem with this
system is that the purge valve goes bad and engine vacuum draws fuel directly into the intake
system. This enriches the fuel mixture and will foul the spark plugs. Most charcoal canisters
have a filter that should be replaced periodically. This system should be checked when fuel
mileage drops.

AIR INJECTION
Since no internal combustion engine is 100% efficient, there will always be some unburned
fuel in the exhaust. This increases hydrocarbon emissions. To eliminate this source of
emissions an air injection system was created. Combustion requires fuel, oxygen and heat.
Without any one of the three combustion cannot occur. Inside the exhaust manifold there is
sufficient heat to support combustion, if we introduce some oxygen than any unburned fuel
will ignite. This combustion will not produce any power, but it will reduce excessive
hydrocarbon emissions. Unlike in the combustion chamber, this combustion is uncontrolled,
so if the fuel content of the exhaust is excessive, explosions, that sound like popping, will
occur. There are times when under normal conditions, such as deceleration, when the fuel
content is excessive. Under these conditions we would want to shut off the air injection
system. This is accomplished through the use of a diverter valve, which instead of shutting
the air pump off, diverts the air away from the exhaust manifold. Since all of this is done after
the combustion process is complete, this is one emission

The new way in motor technology

Three valves per cylinder

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 Date Time
March 17, 11:54
From: KNOWLEDGE DATABASES – ERC 2000

October '96.
"How many cylinders does my car need" - a question easily answered by most drivers. Price,
power or vehicle usage are the decisive factors. The question "How many valves does a
motor need" is much harder to answer, even for many engineers working over the world on
the development of power units. There is much more to consider than just number of
cylinders, cubic capacity, power and torque. Strict exhaust emission limits, already in force
today and set to fall drastically in coming years to protect the environment, is one particularly
important factor.

To reduce pollutant emissions from six and eight cylinder engines the engineers at Mercedes-
Benz are testing a very promising three-valve system. This section describes its background
and details.

Emission measurement:
The advantages of three-valve technology How many valves does a six-cylinder valve really
need?" is one of the key questions in the development process of future Mercedes drive units,
which will be required to fulfil emission regulations such as phase 3 of the EU directive and
the provisions of the Californian ULEV legislation. The answer could lead the discussion
about the role and purpose of multi-valve technology in a new direction. Rudolf W. Thom:
"There is room for disagreement over the question of whether a five-valve engine is better
than a four-valve model and what advantages there are for the customer. However, when we
turn our attention to the important issue of exhaust emissions and the exceptionally strict
emission limits of the future, then there is really only one concept with which we can achieve
these targets: the three-valve engine." The Mercedes engine specialists have reached this
insight after many years of investigations into cold start emissions. These revealed that the
loads at which large six or eight cylinder engines work during exhaust tests on the test bed
are too low to generate sufficiently high temperatures during the warm-up phase. As a result,
the catalytic converter only achieves its full efficiency with some delay. "In the European
emission measurement test cycle, we only get up to speeds of approximately 60 km/h after
the start. Owing to their lower engine speeds, six or eight cylinder engines require longer
before the catalytic converter warms up," project manager Thom explains. Future EU
emission limits as a development target New legal regulations concerning emission from
passenger cars set the framework for further technical innovations. These regulations will
come into effect in many countries at the start of the next century and are already creating
major technical challenges for the engineers. The European Union is one example. The third
phase of its emission regulations is planned for as soon as the year 2000, when the limits are
to undercut those currently in force by as much be up to 70 per cent. The EU limits are to be
tightened further in 2005.

Phase 1 valid from 1992

Phase 2 valid from 1996
Phase 3¹ valid from 2000
Phase 4¹ valid from 2005

Carbon monoxide
2,72
2,20
1,50
1,00
Hydrocarbons + nitrogen oxides
0,97²
0,50²
0,20
0,15
0,10
0,08

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From: KNOWLEDGE DATABASES – ERC 2000

Figures in grammes per kilometre. ¹Proposed values with new test methods; ²Combined
value. California a leader The US State of California is also among the leaders in the field of
emission legislation. Together with the future EU limits, its "LEV" and "ULEV" requirements
are among the strictest environmental protection provisions in respect of cars. The
abbreviations stand for "low emission vehicles" and "ultra low emission vehicles" and refer to
cars of the future, whose pollutant emissions will be as much as 70 per cent below those of
today's passenger cars.

At the centre of attention are the so-called "non-methane organic gases" K(NMOG) - organic
hydrocarbon compounds such as aldehydes, alcohols, alkanes, aromatic compounds and
esters found in car exhaust, and which experts consider to be responsible for the increase in
the concentration of ozone in the atmosphere. All car makers are required to ensure that the
passenger cars which they sell in California do not exceed a certain annual NMOG fleet
average.

This year, for example, an average value of 0.225 grammes per mile applies for the US test
cycle; this limit is to be lowered by more than 70 per cent by the year 2003.

Average values of all cars sold by a manufacturer within a model year. Figures in grammes
per mile in the US FTP 75 test cycle. Cold-start emissions as the focus of attention The
closed-loop catalytic converter remains the central element when it comes to satisfying these
future regulations. However, by itself, this tried and test component is not enough to achieve
the targets. The engineers are therefore talking of additional measures to be performed on
the engine itself, in order to increase the efficiency of the catalytic converter still further. To be
precise, the objective is to optimise the combustion process - particularly while the engine is
in the warm-up phase, and the exhaust temperatures are too low for the catalytic converter to
get going properly. "At the moment it takes around a minute following a cold start for the
catalytic converter to reach its operating temperature of around 300 degrees Celsius and
begin fully converting the exhaust emissions," explains Mercedes engineers Rudolf W. Thom.
"By using new concepts, we aim to reduce this warm-up phase considerably."

With a research engine which is virtually identical to the standard production six-cylinder
model from the Mercedes-Benz range, the experts in Stuttgart are investigating possible ways
of raising the temperature of the exhaust following a cold start and reducing the heat losses
between the engine and the catalytic converter. As well as using a secondary air system,
Mercedes-Benz is currently employing electronic warm-up control in V8 and V12 engines to
reduce cold-start emissions. The engine experts do not intend to leave things there however.
Thom: "These measures are not sufficient to comply with the strict future emission
regulations." That is why the engineers are carrying out a kind of basic research, calling into
question and rethinking all the solutions used up until now. This is true not only for the engine
management and ignition systems, it also applies to the design of cylinder head, the valve
train, the arrangement - and the number of the valves

Three-valve engine: less heat loss between engine and catalytic converter This intrinsic
phenomenon of large displacement engines can effectively be avoided by further reducing the
heat loss between the combustion chambers and the catalytic converter. The experts at
Mercedes-Benz have therefore done away with one complete exhaust port and have
measured good results using this concept. "The smaller exhaust port area of the three-valve
unit makes it possible to keep heat losses in the exhaust flow to a minimum," explains
Mercedes engineer Hans-Karl Weining. As a result, the difference in temperature compared
to the four-valve engine is around 70 degrees Celsius, so that the underfloor catalytic
converter reaches its operating temperature of 300 degrees Celsius around twelve seconds
earlier. Emission measurements performed during the new EU test cycle on the roller test
bench demonstrated the impact of this difference in temperature on the exhaust emissions of
a six or eight cylinder engine.

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From: KNOWLEDGE DATABASES – ERC 2000

Hans-Karl Weining: "The shorter response time of the catalytic converter following a cold
start reduces pollutant emissions by a total of around 40 per cent." A significant step forward,
which will be enough to allow the modern low-pollutant Mercedes engines to satisfy the third
phase of the EU emission regulations. Test measurements show - no deterioration of torque
or fuel consumption The Mercedes engineers realise that their research project will fuel
discussions among specialists and drivers alike. These days, when engine performance is
often judged superficially by the number of valves, it seems rather out-of-date to opt for a
three-valve unit. Not to those, however, who bear in mind the strict future emission legislation
and have set themselves the target of reliably undercutting the various stringent limits of each
country in the interests of environmental protection.

Concerns that torque or power development might suffer through the use of one less valve on
the exhaust side, or that fuel consumption might rise, are unfounded. Twin inlet valves and a
range of other innovative measures on which Mercedes engineers are working intensively,
ensure that no such disadvantages arise. Mercedes engineer Weining: "By using efficient new
ignition systems, which are specially matched to the three-valve design, and an even more
efficient engine management system, we are aiming to make even greater progress in these
areas."

Three-valve technology offers such development potential that the Mercedes engineers will
be testing this new concept further over the coming months and making use of it in future for
the design of petrol engines. The good results which the Mercedes developers have achieved
with three-valve engineering cannot be transposed to every type of engine however. Four-
valve technology will continue to have its place in four cylinder engines, which operate at
higher engine speeds owing to their smaller displacement, as a result of which exhaust
temperatures are higher.

Hans-Karl Weining: "In this area we are working on other concepts to make the catalytic
converter even more efficient. Here too, the aim is to develop an emission control system
capable of removing 99 per cent of all pollutants." DaimlerChrysler, 1998 control that has no
effect on engine performance. The only maintenance that is required is a careful inspection of
the air pump drive belt.

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