EMISSION

CONTROL
 Emission Control

Contents:

Introduction .
Emission types and sources .
•

Approaches for Reducing Diesel Emissions .

Diesel Particulate Filters .
NOx Reduction Technologies .
 Emission Control

0.16
EURO I (1992)
Particulates (g/km)

0.14

0.12 Efficiency
EURO II -- DI (1996)
0.1 Power
Density
0.08

0.06 Driveability
EURO III (2000)

0.04
EURO IV (2005)
0.02
EURO V (2009)
0
0 0.2 0.4 0.6 0.8 1 1.2
HC + NOx (g/km)

Figure of Current and future heavy duty diesel regulations around the world
 Emission Types and Control

Sulphur Oxides Diesel Emission types and sources

Carbon Dioxide
Hydrocarbons
Smoke/Particulates
Nitrogen Oxides

Pre-Treatment Approaches for Reducing Diesel Emissions

Engine Control
(Optimization)
Exhaust Controls
(After-Treatment)
Engine Maintenance
Diesel Emission types and sources

Carbon Dioxide
• Diesels are efficient fossil fuel engines, but reducing CO2 requires reducing fuel
consumption or increasing thermal efficiency, and alternative low carbon to
hydrogen ratio fuel could be used.

• Diesel engines meet CO2 guidelines, but stricter regulations are theoretically
possible, but practical implementation is challenging. CO2 is not toxic but linked
to global warming.
 Diesel Emission types and sources

Carbon Monoxide
• When combustion of carbon is incomplete, i.e. there is a limited supply of air, only
half as much oxygen adds to the carbon, and instead you form carbon monoxide
(CO). Carbon monoxide is also formed as a pollutant when hydrocarbon fuels
(diesel) are burned.

• The most common symptoms of CO poisoning are headache, dizziness,

weakness, upset stomach, vomiting, chest pain, and confusion. CO symptoms
are often described as “flu-like.” If you breathe in a lot of CO it can make you pass
out or kill you.
Diesel Emission types and sources

Sulphur Oxides
• Sulphur Oxides (SOx) in exhaust gases are formed by fuel oxidation into SO2
and SO3. Reducing Sulphur content is the only effective method to reduce SOx.
However, low-Sulphur fuels are expensive, and desulphurization can increase
fuel pump and injector wear.

• International pressure is increasing for oil producers to reduce sulphur content in

fuels to control SOx emissions. The EU Directive aims to keep fuels below 0.2%,
with most navies using 1% low-sulphur fuels.

• Diesel exhaust produces corrosive SOx, partially neutralized by engine lubricating

oil, which combines with moisture in the atmosphere to form H2SO4, causing
acid rain and environmental damage.
 Diesel Emission types and sources

Hydrocarbons
• The emission of unburned hydrocarbons (HC) generally results from fuel, which is
unburned as a result of insufficient temperature.
• This often occurs near the cylinder wall (wall quenching) where the temperature
of the air/fuel mixture is significantly less than in the center of the cylinder.
• Bulk quenching can also occur as a result of insufficient pressure or temperature
within the cylinder itself.
• Still further, hydrocarbons production may also be a result of poorly designed fuel
injection systems, injector needle bounce, excessive nozzle cavity volumes or
fuel jets reaching a quench layer.
• While hydrocarbons emissions from diesel engines is generally within acceptable
limits, further reduction would most likely only be possible using secondary
oxidation catalysts.
 Diesel Emission types and sources

Smoke/Particulates

• A particle is a small object. A particulate is made of one or more particles either

combining to form a particle or created from one or more particles.

• The composition and properties of diesel particulates varies greatly and is

therefore difficult to define. Furthermore, there is not a quantitative relationship
between the smoke opacity and the particulate emission. Particle emissions from
diesel engines can originate from:

a) agglomeration of very small particles of partly burned fuel;

b) partly burned lubricant oil.
c) ash content of fuel oil and cylinder lubricant oil.
d) sulphates and water.
 Diesel Emission types and sources

Nitrogen Oxides
• NOx, a harmful byproduct of combustion, contributes to acidification, ozone
formation, nutrient enrichment, and smog formation, posing significant
environmental issues in major cities worldwide.

• NOx production depends on cylinder temperature, oxygen concentrations, and

residence time. Nitrogen oxides form with oxygen, increasing 3x for every 100oC
increase in combustion temperature.

• NO is formed first in the cylinder followed by the formation of NO2 and N2O,
typically at concentrations of 5% and 1%; respectively. NO2 is soluble and
washed out by rain which increases the acidity level of the soil.
Diesel Emission types and sources

Table of Summary of pollutants

 Pre-Treatment

Primary Methods
• Fuel Quality
• Treatment Catalytic
• Alternative Fuels
• Water Injection
• Hydrogen Injection
 Pre-Treatment

Fuel Quality

One of the main factors that affect diesel engine emissions is the quality of the fuel
used. Fuel quality refers to the properties of the fuel, such as its sulfur content,
cetane number, density, and viscosity.

Poor fuel quality can cause incomplete combustion, carbon deposits, injector
clogging, and increased emissions of particulate matter (PM), nitrogen oxides
(NOx), carbon monoxide (CO), and hydrocarbons (HC)

To reduce diesel engine emissions, you should use fuel that meets the standards
and specifications of your engine manufacturer and your local regulations.

avoid using contaminated or adulterated fuel, and store and handle the fuel properly
to prevent degradation.
 Pre-Treatment
Pretreatment Catalytic

• The main task of which is the reduction of toxic emissions in the form of exhaust
gases.
• This fuel pretreatment system consists of a catalytic reactor used in common rail
(CR), and a modified fuel atomizer into spiral-elliptical channels covered with
catalytic material.
• In the system presented here, platinum was the catalyst.
• The catalyst’s task is to cause the dehydrogenation reaction of paraffin
hydrocarbons contained in the fuel to create an olefin form, with the release of a
free hydrogen molecule.
• Conditions in the high-pressure cr system are favorable for the catalyst’s
operation.
 Pre-Treatment

Pretreatment Catalytic
1- Case, 2- Precise needle pair,
3-Spiral‒elliptical channels with a
1- Fuel Supply to the rail, 2- Output for fuel catalytic reactor, 4- Injection holes
injector, 3- High pressure sensor, 4- High
pressure regulator, 5- Catalytic reactor
 Pre-Treatment
Alternative Fuels
• Types:
1. Biodiesel
2. Ethanol
3. Methanol
4. Hydrogen Fuels • Way to Use:
5. Synthetic Diesel 1. As a Alternative fuel
6. Green diesel 2. As a blended with diesel
3. As a fumigation
• Advantages:
1. Reducing dependence on fossil
2. the levels of pollutants in exhaust gases
3. The easiest technology to reduce pollutants, in
addition to the cheapest
4. Fuel alternatives can be used in different ways
 Pre-Treatment

Water Injection

Addition of water to the

diesel process decreases
combustion temperatures
and lowers NOx emissions.
The most common
methods of introducing
water are direct injection
into the cylinder, a process
commercialized in certain
marine and stationary
diesel engines, and water-
in-fuel emulsions.
 Pre-Treatment

Hydrogen Injection

Hydrogen, a renewable
energy carrier, can improve
diesel engine performance
and emissions by
improving combustion
characteristics and flame
speed. However, it also
has knocking combustion
issues and higher nitrogen
oxide emissions.
 Engine Control

Combustion Optimization
• Another way to reduce diesel engine emissions is to optimize the combustion
process, which is the burning of fuel and air inside the engine cylinders.
• Combustion optimization involves adjusting the parameters that affect the
efficiency and completeness of combustion, such as the air-fuel ratio, injection
timing, injection pressure, injection duration, and injection pattern.
• By optimizing the combustion process, you can reduce the amount of fuel
wasted, improve the engine performance, and lower the emissions of PM, NOx,
CO, and HC.
• optimize the combustion process by using advanced injection systems, such as
common rail, unit injector, or electronic control, that allow more precise and
flexible control of the injection parameters.
• also use sensors and feedback mechanisms to monitor and adjust the
combustion process in real time.
 Combustion Optimization

Primary
Methods
• Modification of Combustion
• Modification of Compression Ratio
• Optimization of Induction Swirl
• Modification of Injector Specification
• Modification of Air Intake System
• Scavenge/Charge Air Cooling
• Increasing the Scavenge/Charge Air
Pressure
• Humid Air Motor
 Combustion Optimization

Modification of
Combustion
• Injection timing retardation
• Increase in injection pressure
• Modification of Compression ratio
• Optimization of induction swirl
• Modification of injector specification
• Change in number of injectors(x)
• Pre-chamber type of combustion
 Combustion Optimization
Combustion Technologies

• Injection Timing
• Exhaust Gas Recirculation
1. Injection Timing
• Intake Boosting
2. Injection Pressure
• Intake Temperature Management
3. Multiple Injections
• Combustion Chamber Design
 Combustion Optimization

Fuel Injection
Injection Timing
• Primarily used to limit NOx emissions
• Injection timing affects combustion phasing; retarding the combustion phasing
can be used to limit NOx emissions.

Injection Pressure
• Primarily used to limit soot (PM) emissions
• Higher injection pressure can lower soot emissions; especially important when
combined with NOx control technologies such as EGR that would otherwise
increase soot emissions.

Multiple Injections
• Multiple injections strategies have been developed to lower NOx, soot, HC and
CO emissions.
 Combustion Optimization

Exhaust Gas Recirculation

• The purpose here is to lower the

combustion end temperature and thus
the NOx emission values by deteriorating
the combustion performance, because
high temperature is the main influence in
the formation of NOx emissions.
• The use of the EGR system reduces the
amount of oxygen in the cylinder, and
therefore resulting in a decrease in the
combustion end pressure and
temperature, reduce diesel knock at idle.
• The decrease in the amount of oxygen
suppresses the formation of NOx. .
 Combustion Optimization
Exhaust Gas Recirculation
• The EGR valve is closed when the engine is
starting up.
• During idle and at low speeds, only a small
amount of power is required, and therefore
only a small amount of oxygen, so the valve
gradually opens – it can be up to 90% open
at idle.
• During full acceleration, the EGR valve
closes to ensure as much oxygen enters the
cylinder.
• EGR cooler works to lower the temperature of
exhausted gas. If too hot, this exhaust gas
can impact combustion performance and
even affect parts of your engine. The aim of
an EGR cooler is to lower the combustion
temperature of this gas as much as possible.
 Combustion Optimization

Intake Boosting
• The Primary emissions impact is to lower
soot (PM) production. Also important for
efficiency gains.
• Higher intake pressure increases air/fuel
ratio for given fuel injection amount and
lowers soot production. Can be an important
measure to offset unwanted decreases in
performance and increased emissions with
NOx control measures such as EGR. Often
accompanied by improved intake charge
cooling capabilities. Enables engine
downsizing for efficiency gains. Introduces
challenges such as turbocharger lag that can
require complex solutions.
 Combustion Optimization

Intake Boosting Technologies

• Air Chargers
1. Supercharger
Screw Type Supercharge - Centrifugal type supercharger. – Vane
type supercharger. - Roots air-blower type supercharger
2. Turbocharger
Single Turbo – Twin Turbo – Twin Scroll Turbo - Variable Geometry
Turbo - Variable Twin Scroll Turbo - Electric Turbo
• Dual Intake Manifold
• Intake Temperature Management
• Combustion Chamber Design
Combustion Optimization

Supercharger
Combustion Optimization

Turbochargers
 Combustion Optimization

Dual Intake Manifold

• The intake manifold plenum is divided into two
sectors, connected to each other cylinder.
• Dual-plane manifolds make better power at
idle and cruising rpm, improving fuel atomization
and reducing torque at low rpm.
• This design is suitable for street driving
engines, as it improves acceleration after a stop.
• Dual-plane manifolds have longer and closer
runners, boosting torque at idle and low load
conditions.
• Milling the partition between the two planes
increases RPM.
• A spacer at the top increases plenum volume,
cools the charge, and improves fuel atomization.
Combustion Optimization

Intake Temperature Management

 Combustion Optimization

Intake Temperature Management

• Cold air intake is a solution for engine
emission and efficiency, as it reduces air
resistance and allows more air to enter.
• The air filter of the cold air intake setup is
placed away from the engine
• It uses tubes with minimal bends and
large diameters, reducing air resistance.
• Cold air intake filters last long and can
be washed and reused, resulting in
increased lifespan and horsepower.
• However, hydro locking, where the
engine absorbs moisture instead of air, is
a main risk.
Combustion Optimization

Combustion Chamber Design

Combustion Optimization

Combustion Chamber Design

 Combustion Optimization

Combustion Chamber Design

• Combustion chamber design significantly impacts engine particulate emission,
utilizing air motion turbulence at piston and cylinder walls to prevent fuel
impingement, varying with engine speed, capacity, and inducted charge nature.

• Combustion chamber design changes are commonly used to offset increases in

soot emissions when measures are taken to limit NOx emissions. In many cases,
improvements enhance mixing late in the combustion process to improve soot
burn-out.

• Piston top structures like cavities are used to help deflect the fuel spray and
evenly distribute the fuel within cylinder.

• A combustion chamber design that is optimum for all speed-load conditions is not
realistically achievable with fixed internal geometry.
 Aftertreatment Systems

• use aftertreatment systems, which are devices that treat the exhaust gas
after it leaves the engine.

• Aftertreatment systems can remove or convert some of the pollutants in

the exhaust gas, such as PM, NOx, CO, and HC, into less harmful
substances.

• Some of the common aftertreatment systems for diesel engines are

diesel particulate filters (DPF), selective catalytic reduction (SCR), diesel
oxidation catalysts (DOC), and exhaust gas recirculation (EGR).

• Each of these systems has its own advantages and disadvantages, and
requires proper installation, operation, and maintenance to function
effectively.
 Aftertreatment Technologies

Available Control Technologies

to control particulate matter (PM) include:

Diesel oxidation catalysts (DOCs)
Diesel particulate filters (DPFs)
Closed crankcase ventilation (CCV)
to control oxides of nitrogen (NOX) include:
Exhaust gas recirculation (EGR)
Selective catalytic reduction (SCR)
Lean NOX catalysts (LNCs)
Lean NOX traps (LNTs)
 Aftertreatment Technologies

Diesel Oxidation Catalysts

Efective to reduce CO/HC and SOF (SO2 is changed to sulfate))

** SOF(Soluble Organic Fraction) PAH(polycyclic aromatic hydrocarbon)
 Aftertreatment Technologies

Diesel Oxidation Catalysts

• Diesel Oxidation Catalysts (DOC) are catalytic
converters designed specifically for diesel
engines and equipment to reduce Carbon
Monoxide (CO), Hydrocarbons (HC) and
Particulate Matter (PM) emissions.
• The reaction mechanism over the diesel
oxidation catalyst is explained by the presence
of active catalytic sites on the surface of the
catalyst carrier, which have the ability to adsorb
oxygen
In general, the catalytic oxidation reaction includes the following three stages:
1. oxygen is bonded to a catalytic site.
2. reactants, such as CO and hydrocarbons, diffuse to the surface and react with the bonded
oxygen.
3. reaction products, such as CO2 and water vapor, desorb from the catalytic site and diffuse
to the bulk of the exhaust gas
 Aftertreatment Technologies

Diesel Oxidation Catalysts

• [Hydrocarbons] + O2 = CO2 + H2O
• CnH2m + (n + m/2)O2 = nCO2 + mH2O
• 2CO + O2 = 2CO2
• Since carbon dioxide and water vapor are
considered harmless, the above reactions bring
an obvious emission benefit. The oxidation of
HCs also results in a reduction of the diesel
odor.
• 2SO2 + O2 = 2SO3
• 2NO + O2 = 2NO2
• Some of the oxidation reactions can produce undesirable products and, in effect, be
counterproductive to the catalyst purpose.
• Exhaust gases from tailpipes mix with air, causing H2SO4 to combine with water molecules,
forming sulfate particulates. These contribute to total PM emissions, especially when
combined with high sulfur content diesel fuel, making catalyst application prohibitive.
 Aftertreatment Technologies

Diesel Oxidation Catalysts

• 2NO + O2 = 2NO2

• Nitrogen dioxide (NO) oxidation is crucial for

modern diesel emission control systems,
supporting the performance of other catalysts.
• It enhances SCR catalysts and promotes
passive regeneration of diesel particulate filters.
However, increased NO2/NO ratios with
oxidation catalysts have been controversial due
to their higher toxicity and potential air quality
issues
Aftertreatment Technologies

Diesel Particulate Filters

 Aftertreatment Technologies

Diesel Particulate Filters

• (DPF) is a filter that captures and stores
exhaust soot (some refer to them as soot traps)
in order to reduce emissions from diesel cars.
• Particles are normally removed due to
deposition mechanisms. The exhaust gas flows
through filter, which consists of a fine pore
ceramic structure and porous wall inside,
during which the PM and soot are then
deposited and collected.

• Clean DPF

1. Using Active Regeneration: increases the temperature in the DPF to turn the particles into
gas which can be expelled
2. Using Cleaning Additives: This bottle of fluid is designed to break down the ash and soot
that's clogging the filter
3. Maintaining a DPF: using forced regeneration. This can be an expensive procedure,
however, it's cheaper than replacing the DPF
 Aftertreatment Technologies

Nox Reduction Methods

• Re-burning (EGR)
• Selective Catalytic Reduction (SCR)
• Combined LNT/SCR NOx Reduction
Technologies
• Plasma Reduction Systems
• Lean NOx Catalysts
• NOx Absorber Catalysts
Aftertreatment Technologies

Closed crankcase ventilation

 Aftertreatment Technologies

Closed crankcase ventilation

• Diesel engine release particulate matter into
the atmosphere. These particles, mostly liquid
aerosols, can enter the passenger
compartment and go undetected.
• This system consists of a multi-stage filter
designed to collect, coalesce, and return the
emitted lube oil to the engine’s sump.
• Filtered gases are returned to the intake
system, balancing the differential pressures
involved.
1. Typical systems consist of a filter housing, a pressure regulator, a pressure relief valve and
an oil check valve.
2. These systems greatly reduce crankcase emissions.
3. Closed crankcase filter systems can be combined with DOCs or DPFs to reduce PM
emissions associated with both the ventilation of the crankcase and the tailpipe.
Aftertreatment Technologies

Selective catalytic reduction

 Aftertreatment Systems

Selective Catalytic Reduction

• SCR catalysts, made from porous ceramic
materials like titanium oxide, use base metal
oxides, zeolites, or precious metals as active
components, with activated carbon being
another option for low-temperature NOx
removal.
• Base metal catalysts like vanadium and
tungsten are cost-effective, efficient, and
suitable for industrial boiler applications,
especially in automotive SCR applications.
They also have high catalytic potential for
acidic SO2 oxidation.
• Zeolite catalysts can operate at higher
temperatures than base metals, withstand
prolonged and transient conditions, and have
lower SO2 oxidation potential, reducing
corrosion risks.
 Aftertreatment Technologies

Selective Catalytic Reduction

• Iron- and copper-exchanged zeolite urea

SCRs have comparable performance to
vanadium-urea SCRs with 20% to 50% NO2
fraction. Honeycomb and plate catalysts are
commonly used, with each configuration
having advantages and disadvantages.

• Plate-type catalysts have lower pressure

drops, less plugging, but are larger, more
expensive, honeycomb configurations have
higher pressure drops, and corrugated types
make up 10% of power plant applications.
Aftertreatment Technologies

Selective Catalytic Reduction

 Engine Maintenance

Engine Maintenance Purpose

Engine maintenance is one of the

most important components to
keeping the engine in top shape. With
preventative maintenance, you can
keep your engine working as long as
possible. This also helps to increase
performance, boost fuel economy and
reduce Emissions. Your engine
converts energy into motion.
 Engine Maintenance

Engine Cooling Effect

If engine is too cooled, the

combustion in diesel engine will
increase fuel consumption, and thus
the emissions will increase (CO, HC,
and PM) and lake of engine power
due to incomplete combustion and
the CI engine depends on high
temperature to burn the injected
fuels.

If engine is over heated, the NOx will

be increased and Increased wear
rate of moving parts of the engine
 Engine Maintenance

Engine Lubricant Effect

• Lubricating oil consumption can have

significant impacts on a number of aspects
related to engine emissions, performance
and maintenance.
• In diesel engines with exhaust
aftertreatment, lubricating oil can have a
number of negative effects on aftertreatment
systems and components.
• Lubricating oil can contribute to increased
engine-out emissions. In particular,
lubricating oil can be a significant source of:
1. HC and CO emissions, especially in smaller
engines.
2. Total PM mass and particle number
emissions.
 Engine Maintenance

Engine Lubricant Effect

• Lubricating oil consumption ash
accumulation can have a significant impact
on the diesel particulate filters (DPF).
• Most ash accumulating in the DPF is
attributed to lubricating oil consumed in the
engine. Keeping lubricating oil consumption
low allows:
• Smaller DPFs to be fitted to the engine due
to lower ash accumulation rate, less frequent
regeneration (and fuel economy penalty) to
avoid excessive pressure drop, less
deterioration of DPF ceramic substrates.
• All emission control catalysts must be
designed—in terms of sizing and precious
metal loading—to account for catalyst activity
loss due to exposure to oil derived catalyst
poisons and, in the case of SCR catalysts, to
oil derived hydrocarbons.
 Engine Maintenance

Engine Failure Effect

Component Effect On Emission
Turbocharger seals worn Can leak oil and cause increased PM and hydrocarbons
Significant damage is catastrophic, but minor damage has little effect on
Turbocharger damage emissions
Intercooler internal leaks Coolant induction can cause white smoke
Intercooler - restricted
High charge temperature will increase PM and NOx
coolant flow
Valve timing Incorrect valve timing can have minor emissions effect
Valve leaks Loss of compression and high PM; engine is hard to start
Increased RPM setting can increase hydrocarbons, CO and PM in some
Governor RPM setting trucks
Maximum fuel stop setting Increased hydrocarbons, CO and PM at full throttle
 Engine Maintenance
Component
Air filter clogging (dirty)
Air-fuel ratio control
Worn injector spray holes
Injector plugging
Injector tip cracking
Incorrect injector size
Worn piston rings
Leaking valve seals
Injection timing setting
Engine Failure Effect
Effect On Emission
Increased PM and CO; can increase full throttle PM considerably
Causes excessive PM during acceleration
Increase hydrocarbons, CO and PM
Asymmetric spray can cause increase hydrocarbons, CO and PM
Excessive PM, but is catastrophic to engine
Effect can vary, but hydrocarbons, CO and PM increase with increasing
injector size
High PM from low compression/oil leak
Blue smoke from oil consumption, hydrocarbons increased
Advance causes increased NOx, retard increased hydrocarbons, CO
and PM
 Engine Maintenance

Engine Failure Effect

Component Effect On Emission
Worn injector spray holes Increase hydrocarbons, CO and PM
Injector plugging Asymmetric spray can cause increase hydrocarbons, CO and PM
Injector tip cracking Excessive PM, but is catastrophic to engine
Effect can vary, but hydrocarbons, CO and PM increase with increasing
Incorrect injector size injector size
Worn piston rings High PM from low compression/oil leak
Leaking valve seals Blue smoke from oil consumption, hydrocarbons increased
Wrong part numbers Minor effects if mismatch is not severe
low EGR flow Increased NOx emissions
excessive EGR flow Increased particulate matter and CO emissions
 Engine Maintenance

Engine Failure Effect

Component Effect On Emission
Diesel particulate filter
Increased CO and PM emissions
damaged
Diesel particulate filter
May have little noticeable effect on emissions
blockage
NOx aftertreatment
Increased NOx emissions
damage or malfunction
Thanks for Attention