HO CHI MINH CITY UNIVERSITY OF TECHNOLOGY AND EDUCATION

FACULTY OF INTERNATIONAL EDUCATION

ESSAY

EXHAUST GAS TREATMENT TECHNOLOGY

FOR GASOLINE ENGINES

NGUYỄN CHÍ NGUYÊN

Student ID: 20145453
PHẠM PHI HÙNG
Student ID: 20145448
NGUYỄN TRỌNG PHỤNG
Student ID: 20145011
Major: AUTOMOTIVE TECHNOLOGY
ENGINEERING Advisor: NGUYỄN VĂN TRẠNG, PhD.

Ho Chi Minh City, March, 2024

HO CHI MINH CITY UNIVERSITY OF TECHNOLOGY AND EDUCATION
FACULTY OF INTERNATIONAL EDUCATION

ESSAY

EXHAUST GAS TREATMENT TECHNOLOGY

FOR GASOLINE ENGINES

NGUYỄN CHÍ NGUYÊN

Student ID: 20145453
PHẠM PHI HÙNG
Student ID: 20145448
NGUYỄN TRỌNG PHỤNG
Student ID: 20145011
Major: AUTOMOTIVE TECHNOLOGY ENGINEERING
Advisor: NGUYỄN VĂN TRẠNG, PhD.

Ho Chi Minh City, March, 2024

 THE SOCIALIST REPUBLIC OF VIETNAM
Independence – Freedom– Happiness

Ho Chi Minh City, March, 2024

ESSAY ASSIGNMENT
Student name: Nguyễn Chí Nguyên Student ID: 20145453

Student name: Phạm Phi Hùng Student ID: 20145448

Student name: Nguyễn Trọng Phụng Student ID: 20145011

Major: Automotive Technology Class: 20145CLA3,4

Engineering
Advisor: Nguyễn Văn Trạng, PhD. Phone number:

Date of assignment: Date of submission:

1. Project title: Exhaust Gas Treatment Technology for Gasoline Engines

2. Initial materials provided by the advisor:

3. Content of the project:

4. Final product:

CHAIR OF THE PROGRAM ADVISOR

(Sign with full name) (Sign with full name)
 THE SOCIALIST REPUBLIC OF VIETNAM
Independence – Freedom– Happiness

Ho Chi Minh City, March, 2024

ADVISOR’S EVALUATION SHEET

Student name: Nguyễn Chí Nguyên Student ID: 20145453
Student name: Phạm Phi Hùng Student ID: 20145448
Student name: Nguyễn Trọng Phụng Student ID: 20145011
Major: Automotive Technology Engineering
Project title: Exhaust Gas Treatment Technology for Gasoline Engines
Advisor: Nguyễn Văn Trạng, PhD.
EVALUATION
1. Content of the project:
...............................................................................................................................................
...............................................................................................................................................
2. Strengths:
...............................................................................................................................................
...............................................................................................................................................
3. Weaknesses:
...............................................................................................................................................
...............................................................................................................................................
4. Approval for oral defense? (Approved or denied)
...............................................................................................................................................
5. Overall evaluation: (Excellent, Good, Fair, Poor)
...............................................................................................................................................
6. Mark:……………….(in words.......................................................................................)
Ho Chi Minh City, March, 2024
ADVISOR
(Sign with full name)
 THE SOCIALIST REPUBLIC OF VIETNAM
Independence – Freedom– Happiness

Ho Chi Minh City, March, 2024

PRE-DEFENSE EVALUATION SHEET

Student name: Nguyễn Chí Nguyên Student ID: 20145453
Student name: Phạm Phi Hùng Student ID:
20145448 Student name: Nguyễn Trọng Phụng Student ID:
20145011 Major: Automotive Technology Engineering
Project title: Exhaust Gas Treatment Technology for Gasoline Engines
Name of Reviewer: .................................................................................................................
EVALUATION
1. Content and workload of the project
............................................................................................................................. ..................
...............................................................................................................................................
2. Strengths:
............................................................................................................................. ..................
...............................................................................................................................................
3. Weaknesses:
............................................................................................................................. ..................
...............................................................................................................................................
4. Approval for oral defense? (Approved or denied)
...............................................................................................................................................
5. Overall evaluation: (Excellent, Good, Fair, Poor)
............................................................................................................................. ..................
6. Mark:……………….(in words.......................................................................................)
Ho Chi Minh City, March, 2024
REVIEWER
(Sign with full name)
(Sign with full name)
 THE SOCIALIST REPUBLIC OF VIETNAM
Independence – Freedom– Happiness

EVALUATION SHEET OF
DEFENSE COMMITTEE MEMBER
Student name: Nguyễn Chí Nguyên Student ID: 20145453
Student name: Phạm Phi Hùng Student ID:
20145448 Student name: Nguyễn Trọng Phụng Student ID:
20145011
Major: Automotive Technology Engineering
Project title: Exhaust Gas Treatment Technology for Gasoline Engines
Name of Defense Committee Member: .....................................................................................
EVALUATION
1. Content and workload of the project
............................................................................................................................. ..................
...............................................................................................................................................
2. Strengths:
............................................................................................................................. ..................
...............................................................................................................................................
3. Weaknesses:
............................................................................................................................. ..................
...............................................................................................................................................
4. Overall evaluation: (Excellent, Good, Fair, Poor)
...............................................................................................................................................
5. Mark:……………….(in words......................................................................................)
Ho Chi Minh City, March, 2024
(Sign with full name)
COMMITTEE MEMBER

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 ACKNOWLEDGEMENTS
During this semester, we are very fortunate to be accompanied by him in this subject. This is
the essay of our Group 5 during the process of researching and studying. Surely there will be
many shortcomings that we still have to learn and find out more after finishing the course. In
order to complete this report, we would like to thank Mr. Nguyễn Văn Trạng, who guided us
throughout the learning process, he always listened, suggested, and guided us to complete
the set goals, thanks to our dedication and dedication, we have completed the essay smoothly
and well. Besides, it is the effort of thewhole class in general through the knowledge of
learning from each other, helping each other during the 10 weeks of working together and
most importantly, the efforts of each individual. The people in group 5 worked hard
together, sometimes we couldn't find ideas, but we were not discouraged, calmly
investigated together and came up with the final result.
On this occasion, we would also like to thank the parents (parents of students) from the
bottom of our hearts. The one who created conditions for us both mentally and financially to
participate in the subject. It is a great motivation for us to continue taking other subjects and
complete it in the best way.
Wishing PhD. Nguyễn Văn Trạng a lot of health, happiness and further achievements on the
teaching path.
Once again, we sincerely thank you!
 TABLE OF CONTENT
CHAPTER 1: OVERVIEW OF THE MAIN POLLUTING WASTE FROM
GASOLINE ENGINES..........................................................................................................1

1.1. Monoxyde Carbon (CO)..............................................................................................3

1.1.1. Formation mechanism..........................................................................................3

1.1.2.Harm......................................................................................................................4

1.2. Nitrogen oxides (NOx)................................................................................................5

1.2.1. Mechanism of nitrogen monoxide formation.......................................................5

1.2.2. Mechanism of nitrogen dioxide formation...........................................................6

1.2.3. Mechanism of nitrogen protoxide formation........................................................6

1.2.4. Factors affecting the formation of Nitrogen Oxide..............................................7

1.2.5. Harm.....................................................................................................................8

1.3. Hydrocarbure (HC)......................................................................................................9

1.3.1. Mechanism of HC................................................................................................9

1.3.2. Harm...................................................................................................................10

1.4. Tetraethyl Lead (C2H5)4Pb........................................................................................11

1.4.1. Harm...................................................................................................................12

CHAPTER 2: PERMISSIBLE CONCENTRATION OF POLLUTANTS IN

GASOLINE ENGINE EXHAUST GASES........................................................................13

2.1. Gaseous pollutants.....................................................................................................13

2.2. The process of periodically checking the level of pollution of gasoline engines......16

2.2.1. Developed countries...........................................................................................16

2.2.2. In Vietnam..........................................................................................................18

CHAPTER 3: GASOLINE ENGINE EMISSION CONTROL TECHNOLOGY..........21

3.1. Exhaust Gas Recirculation (EGR).............................................................................21
3.1.1. Structure of the EGR system..............................................................................21

3.1.2. Operating principle of the EGR system.............................................................23

3.1.3. Benefits of the EGR system...............................................................................24

3.1.4. Some common problems of the EGR system.....................................................25

3.2. Treat exhaust gas with a catalyst...............................................................................25

3.1.1. Structure of The three-way Catalytic Converter................................................25

3.2.2. Operating principle of the Three-way Catalytic Converter................................27

3.3. Secondary Air Injection System................................................................................29

3.3.1. Structure of Secondary Air Injection System.....................................................30

3.3.2. Operating principle of Secondary Air Injection System....................................31

3.4. The Evaporative Emission Control System (EVAP)................................................33

3.4.1. Structure of EVAP..............................................................................................33

3.4.2. Operating principle of EVAP System.................................................................36

 LIST OF FIGURES

Figure 1.1. Variation of pollutant concentration according to air residue coefficient..............1

Figure 1.2. Dependence of NO concentration on temperature..................................................6
Figure 1.3. Variation of NO concentration according to air residue coefficient.......................7
Figure 1.4. Effect of exhaust gas return ratio (left) and ignition advance angle (right) on NO
concentration.............................................................................................................................8
Figure 1.5. Effects of NO (left) and NO2 (right) on photosynthesis........................................9
Figure 1.6. Source of HC generation in spark ignition engines..............................................10
Figure 1.7. Leaded gasoline consumption in the USA, Germany, France, United Kingdom,
and Italy from 1930 through 1993.
.................................................................................................................................................
11
Figure 3.8. EGR Vacuum modulated exhaust gas recirculation valve...................................21
Figure 3.9. Back pressure modulated exhaust gas recirculation valve...................................22
Figure 3.10. Exhaust air cooler...............................................................................................22
Figure 3.11. The three-way Catalytic Converter.....................................................................26
Figure 3.12. Principle block diagram......................................................................................27
Figure 3.13. Secondary Air Injection System.........................................................................29
Figure 3.14. Secondary Air Injection System.........................................................................30
Figure 3.15. Air control valves...............................................................................................31
Figure 3.16. Air Injection Control Valve Cross Section.........................................................31
Figure 3.17. Operate of Secondary Air Injection System.......................................................32
Figure 3.18. EVAP on vehicles...............................................................................................33
Figure 3.19. The purge valve is electrically operated.............................................................35
Figure 3.20. The EVAP System is electronically controlled..................................................36
 LIST OF TABLES

Table 1.1. Increase of pollutants in the atmosphere..................................................................2

Table 1.2. Emission rate of pollutants in Japan (in %).............................................................3
Table 1.3. Emission rate of pollutants in the US (in %)...........................................................3
Table 2.4. Japanese standards for passenger cars using gasoline engines..............................14
Table 2.5. Japanese standards for light transport cars using gasoline engines or GPL engines
................................................................................................................................................14
Table 2.6. European Community Standards for light trucks...................................................15
Table 2.7. Testing procedures and pollution limits in some developing countries.................15
Table 2.8. Emission standards for automobiles under idle conditions....................................17
Table 2.9. Maximum permissible limits of pollutant components in exhaust gases of
transport vehicles....................................................................................................................18
Table 2.10. Maximum permissible limits of polluting wastes in exhaust gases.....................19
Table 2. 11. Emission limit value for vehicles fitted with forced combustion engines Level 5
................................................................................................................................................19
CHAPTER 1: OVERVIEW OF THE MAIN POLLUTING WASTE FROM
GASOLINE ENGINES
The ideal combustion process of a hydrocarbon mixture with air is expected to produce only
CO2, H2O, and N2. However, due to the non-uniformity of the mixture and the complex
nature of chemical reactions occurring during combustion, the exhaust gas from internal
combustion engines often contains a significant amount of harmful substances.
These include carbon monoxide (CO), unburned hydrocarbons (HC), nitrogen oxides (NO,
NO2, and N2O, together referred to as NOx), and particulate matter, particularly soot. The
type of engine and the operating environment affect the amount of these pollutants in the
exhaust flow.
Additionally, impurities, particularly sulfur, and additives present in the fuel also contribute
to the composition of pollutants in the combustion products. To enhance the anti-knock
properties of the fuel, Tetraethyl lead Pb(C2H5)4 is often added to gasoline.
All these substances, when emitted into the environment through the exhaust gas, can have a
significant impact on air quality and the surrounding environment, leading to pollution and
health concerns. Therefore, managing and controlling the combustion process in engines is
crucial to minimize the adverse effects of hydrocarbons on the environment.
One of the general parameters that affects the level of engine pollution is the air
residue coefficient.

Figure 1.1. Variation of pollutant concentration according to air residue coefficient

Based on the description and graph, some important points can be drawn as follows:

1
If the mixture is too lean, the burning rate decreases, which can lead to flame failure and
increased hydrocarbon (HC) concentrations, a contaminant.
The maximum temperature during the combustion process has a great impact on the
composition of pollutants, especially NOx and soot. High temperatures can stimulate
reactions that produce NOx and soot, two pollutants.
To reduce pollution, the combustion process needs to be optimized so that the engine can
operate efficiently on lean mixtures without increasing the risk of misfiring. This requires
careful consideration of how rich and lean the fuel mixture is.
Therefore, adjusting the fuel mixture and controlling the temperature during combustion is
important to reduce pollution from the engine and ensure high performance without the risk
of increased exhaust pollution.
All parameters related to the structure and operation of the engine simultaneously directly or
indirectly affect the composition of the fuel mixture and combustion temperature. This also
creates a significant influence on the formation of pollutants in the exhaust gas.
In fact, because the amount of toxic substances in the exhaust gas of internal combustion
engines is usually small, many users often pay little attention to the immediate risks from
these substances. However, analysis of data on changes in air composition in recent years
has shown a significant increase in the amount of pollutants. If no restrictive measures are
implemented promptly, future generations will face an increasingly harsh living
environment.
Currently, we have identified pollutants in the air, mainly coming from the exhaust gases of
internal combustion engines. This poses an important challenge, and implementing
preventive measures is necessary to control their proliferation and protect the living
environment and public health.
Table 1.1. Increase of pollutants in the atmosphere

Pre-industrial period Currently Speed increases

Pollutants
(ppm) (ppm) (%/năm)

CO2 270 340 0.4

N2O 0.28 0.30 0.25

CO 0.05 0.13 3

SO2 0.001 0.002 1

2
Environmental protection is not only a requirement for each specific country or region, but is
also important on a global scale. According to each country's energy policy, the distribution
of pollution generation rates from different sources is also uneven:
Table 1.2. Emission rate of pollutants in Japan (in %)

Source of pollution CO HC NOX

Automotive 93,0 57,3 39
Electricity production 0,1 0,1 21,5
Combustion process in
0,0 26,4 31,3
industry
Other combustion
0,6 0,7 0,8
processes
Oil industry - 14,8 5,1
Other activities 0,6 0,7 2,6
Total 100 100 100

Table 1.3. Emission rate of pollutants in the US (in %)

Source of pollution CO HC NOX

Automotive 64,7 45,7 36,6
Combustion process in 9,1 16,8 42,8
industry
Other means of transport 9,0 7,2 10,5
Oil industry 5,2 5,3 1,7
Other activities 12,0 25.0 8,4
Total 100 100 100
1.1. Monoxyde Carbon (CO)
1.1.1. Formation mechanism
Carbon monoxide (CO) is a biotoxic gas from fuel combustion. This is a colorless, tasteless,
and odorless gas, which makes it difficult to detect. CO is created when hydrocarbons (HC)
and oxygen (O2) react during the combustion of carbon-containing fuels.
The level of CO in the exhaust gas is often an indicator of the efficiency of the combustion
process. When CO levels are high, it can be seen that the combustion process is not
completely safe and fuel is not consumed with an efficient result. This is not only dangerous
because CO gas is toxic, but also increases fuel consumption and increases greenhouse gas
emissions and
3
air pollution. Therefore, controlling and minimizing the amount of CO in emissions is
important to protect the environment and human health.
1.1.2.Harm
*Impact on human health
CO (carbon monoxide) is a highly toxic gas and very dangerous for human health. CO
causes carbon monoxide poisoning by preventing the movement of red blood cells in the
blood, causing the body to lack oxygen. When the concentration of CO in the air is high, it
can lead to death when 70% of red blood cells are controlled (when the CO concentration is
greater than 1000 ppm).
Even at lower concentrations, CO can pose a long-term hazard to humans. When 20% of red
blood cells are controlled, the victim may experience symptoms such as headache, dizziness,
and nausea. When this ratio reaches 50%, the human brain begins to be seriously affected.
One of the reasons why CO gas is especially dangerous is that it is colorless and odorless,
making it difficult for us to detect its presence. This increases the risk of CO poisoning,
especially in closed and enclosed environments. For safety, CO warning devices and
maintaining home safety systems are important to prevent risks from CO gas.

CO concentration
Affect health
(ppm)
Chronic poisoning, difficulty
10
breathing, strong heart beat
Difficult, rapid breathing,
30
headache.
There is a feeling of numbness,
50 nerve paralysis, heart pain, and
dizziness.

100 Death after 30 minutes

(ppm – unit in parts per million)

*Impact on the environment
CO (carbon monoxide) is not only a dangerous toxin but also contributes to climate change
as a greenhouse gas. Greenhouse gases include gases that have the ability to absorb and re-
emit energy from sunlight, contributing to increasing the earth's temperature.
CO is produced through oxidation and photochemistry, and it can affect the lifetime of other
greenhouse gases such as methane. When CO is emitted from car engines, industrial sources,

4
or from combustion sources, it acts as a greenhouse gas and increases solar absorption as it
exits the atmosphere.
The influence of CO on climate change is often linked to increases in greenhouse gases,
which contribute to global warming and ecosystem change. Rising temperatures can alter
weather patterns, increase storm activity, and cause other changes in weather and the oceanic
biosphere. This increases the risk of extreme weather events and adverse effects on the
natural environment and human life.
1.2. Nitrogen oxides (NOx)
NOx is the general name for nitrogen oxides, including NO (nitrogen monoxide), NO2
(nitrogen dioxide) and N2O (nitrogen oxide). These substances are formed during the
combination of oxygen and nitrogen under high temperature conditions, often occurring
during combustion or in industrial production processes.
Among the components of the NOx family, NO (nitrogen monoxide) usually accounts for the
largest proportion. NOx is mainly produced when nitrogen (N2) in the air interacts with
oxygen in high-temperature environments, such as during combustion in internal combustion
engines or other manufacturing and industrial processes.
1.2.1. Mechanism of nitrogen monoxide formation
The formation of NO (nitrogen monoxide) via the Zeldovich mechanism is described in
terms of an air residue coefficient of approximately 1. The Zeldovich mechanism explains
how NO is formed during high-temperature combustion. In this context, the main reactions
involved in the formation and decomposition of NO include

The process of NO formation in the engine often occurs in the flame film area and in
combustion products behind the flame film. In an engine combustion environment, this
process is characterized by high pressure, thin reaction zone (about 0.1mm), and short
combustion duration. When a fire occurs, the pressure in the cylinder increases, increasing
the temperature of the combustion gas part in front of the flame film, and this temperature is
higher than the temperature reached immediately after the gas leaves the flame film area.
This causes the majority of NO to form in the area behind the flame film.

5
Under conditions of high temperature and high O 2 concentration, NO concentration in
combustion products also increases. This is often seen in fuel combustion processes in
engines, especially under heavy duty conditions such as when the engine is operating at high
speed and power.

Figure 1.2. Dependence of NO concentration on temperature

1.2.2. Mechanism of nitrogen dioxide formation
When computed using equilibrium thermodynamics under typical flame temperature
settings, NO2 concentration can be disregarded in comparison to NO in the presence of
balanced thermodynamics. This is particularly true for spark ignition engines. The following
process results in the formation of nitrogen dioxide NO2 from nitrogen monoxide NO and
intermediates of combustion products:

Under high temperature conditions, the NO2 formed can be decomposed according to the
reaction:

A gasoline engine's exhaust gas will include more NO 2 while it runs in idle mode for an
extended period of time. When discharge rates are low and there is oxygen available,
nitrogen dioxide also develops in the discharge line.
1.2.3. Mechanism of nitrogen protoxide formation
Nitrogen protoxoxide N2O is mainly formed from intermediates NH and NCO when they
react with NO:

6
According to the reaction, hydrogen is the material that strongly decomposes nitrogen
protoxide, and N2O is mostly generated in the oxidation zone with a high concentration of H
atoms:

Therefore, N2O only accounts for a very low proportion in the exhaust gas of internal
combustion engines (about 3 ÷ 8 ppmV).
1.2.4. Factors affecting the formation of Nitrogen Oxide
*Influence of air residue coefficient
When the air residue coefficient increases, the influence of the increase in O2 specific
pressure on NO concentration is greater than the decrease in combustion temperature, so NO
reaches its maximum value corresponding to the zero residue coefficient. gas about 1.1
(burning mixture becomes poor). As the density of the mixture continues to decrease, the rate
of reaction to form NO decreases due to the low combustion temperature. This explains the
decrease in NOx concentration as the air residue coefficient increases. This is significant in
controlling and minimizing NOx concentrations, especially in poor combustion conditions of
internal combustion engines.

Figure 1.3. Variation of NO concentration according to air residue coefficient

7
Before combustion, the mixture in the cylinder includes air, fuel vapor, and residual gas.
Residual air may be due to residual combustion air from the previous cycle or exhaust gas
recirculation. When there is no reflux, the amount of residual air depends on the load, the air
distribution angle, and the overlap between the exhaust and intake soupsape. As the overlap
increases, the amount of residual gas increases, reducing the NO concentration. However,
when the residual gas coefficient increases too much, the engine may become unstable and
increase hydrocarbon concentration (HC). Adjusting the overlap and residual gas ratio is
important for good performance and emissions control..

Figure 1.4. Effect of exhaust gas return ratio (left) and ignition advance angle (right) on NO
concentration
*Effect of ignition advance angle
The ignition advance angle has a significant influence on NO generation. When increasing
the ignition advance angle, the combustion starting point appears earlier in the working
cycle, causing the maximum pressure to appear near the Dead Center Point (TDC), from
which the maximum pressure value is higher. This leads to an increase in peak temperature.
On the contrary, because the combustion start time is earlier, the residence time of the
combustion gas at high temperature is prolonged. Both of these factors create favorable
conditions for NO formation.
1.2.5. Harm
*Impact on human health

8
NOx can penetrate deep into human lungs because it is less soluble in water. When entering
the lungs, about 80% of NOx is retained, this retention level is much higher than SO 2 (only
about 5% is retained). In the NOx group, NO2 is many times more toxic than NO.
The main source of NOx is combustion, including fires in industrial and household activities,
and cigarette smoke in daily life.
*Impact on the environment
NOx only affects plants at high concentrations, but in urban areas, the reduction in
photosynthesis is only about 25%. Plants are only affected by large NO x concentrations and
long exposure times. Nitrous oxide is not harmful to plants at present concentrations.
NOx becomes dangerous when it participates in photochemical reactions, especially with
certain other substances in the air, creating substances that can be harmful to plants. An
increase in NOx, especially N2O, could threaten the upper-level ozone layer, which is needed
to filter ultraviolet rays from the sun.

Figure 1.5. Effects of NO (left) and NO2 (right) on photosynthesis

1.3. Hydrocarbure (HC)
The generation of unburned hydrocarbons (HC) in spark ignition engines is mainly caused
by incomplete combustion or because part of the mixture is outside the flame film area. This
cause may come from the inhomogeneity of the mixture or the extinguishing of the fire film
in the area near the wall or in dead spaces. This is distinct from the formation of CO and
NOx, which can occur in the homogeneous phase in high temperature areas.
1.3.1. Mechanism of HC
The mechanism of HC formation in spark ignition engines can be explained through the
following processes:
9
The quenching of the flame film when in contact with the wall creates a layer of non-
flammable mixture on the surface of the combustion chamber wall.
The mixture contained in dead spaces cannot burn because the fire membrane is extinguished.
Fuel vapor is absorbed into the lubricating oil layer on the cylindre mirror surface during the
intake and compression stages, then is released during the expansion and combustion stages.
Incomplete combustion occurs in some engine working cycles, possibly due to changes in
density, ignition advance angle, exhaust gas recirculation, especially when slowing down.

Figure 1.6. Source of HC generation in spark ignition engines

1.3.2. Harm
*Impact on human health
Aromatic hydrocarbons harm human health mainly through their effects. Benzene, an
aromatic hydrocarbon, has long been linked to leukemia when concentrations exceed 40ppm
or causes nervous system disorders at concentrations greater than 1g/m3. Benzene can also
cause liver problems in some cases.
Therefore, management and control of concentrations of aromatic hydrocarbures, especially
benzene, is important to protect human health from their harmful effects.
*Impact on the environment
The harmful effects of hydrocarbons (HC) on the environment are a major problem,
especially when they are released into the environment from different sources. Here are
some of the main harmful effects of hydrocarbons on the environment:
Air pollution:
Hydrocarbons are often released into the air from sources such as fuel combustion or leaks
from manufacturing processes. These hydrocarbons can form ozone and other pollutants,
contributing to poor air quality.
Water and Soil Pollution:
10
Hydrocarbon leaks can occur from sources such as oil and gas production facilities, or from
oil transportation accidents. Water can become polluted when hydrocarbons flow into water
sources, affecting animals and plants that live in the aquatic environment. Hydrocarbons can
also accumulate in soil, causing damage to soil ecosystems.
1.4. Tetraethyl Lead (C2H5)4Pb
Leaded gasoline has been used in the past to improve fuel quality and performance,
especially in internal combustion engines. The compound Tetraethyl lead (C2H5)4Pb is added
to gasoline to increase the fuel's compressibility, helping to save about 30% of the amount of
gasoline used. However, this has created major problems related to environmental pollution
and impacts on human health.
Lead oxide (PbO) produced during the combustion process causes adhesion to engine parts
and exhaust systems, creating the phenomenon of "explosion" and increasing exhaust
pollution. To solve this problem, 1,2-dibromethane (CH2Br–CH2Br) is added to convert lead
oxide to PbBr2 salt, allowing it to evaporate out of the engine and exhaust system. However,
this also causes environmental pollution and affects human health.
Currently, many countries have stopped using leaded gasoline due to environmental and
health-related issues. Instead, they switched to using unleaded gasoline to minimize negative
impacts on the environment and public health.

Figure 1.7. Leaded gasoline consumption in the USA, Germany, France, United Kingdom,
and Italy from 1930 through 1993.
11
 1.4.1. Harm
*Impact on human health
Lead in leaded gasoline can create serious health problems and affect children's development.
Impacts may include:
Heart disease: Lead poisoning can increase the risk of heart disease and increase mortality.
Cancer: Lead has been linked to certain types of cancer, especially in people exposed to high
lead concentrations.
Stroke: Lead exposure may also increase the risk of stroke.
Impact on brain development: Especially in children, lead can cause brain damage and reduce
IQ. Many studies have shown that lead levels in the blood of children can "rob" 5-10 IQ.
Lifelong effects: If children continue to be exposed to lead, its effects can last a lifetime and
cause many serious health problems.
Organizations such as the United Nations Children's Fund are working to reduce lead
exposure in communities, especially among children, to protect their health and overall
development.
*Impact on the environment
Air pollution: When leaded gasoline is burned in car engines or other sources, lead is
released into the air in the form of dust particles and lead vapor. This contributes to air
pollution, affecting air quality and the health of surrounding communities.
Water pollution: Not only does lead directly affect the air, lead can also fall to the ground
and wash into water systems, contributing to water pollution. Lead-contaminated water can
affect animals and plants living in aquatic environments.
Soil pollution: Lead from gasoline can also be transferred to soil through falling from the air
or through rainwater. This can lead to soil pollution and affect the life of microorganisms
and plants in the soil.
Effects on ecosystems: Lead pollution can have significant effects on ecosystems, including
reductions in biodiversity and changes in energy supply in ecological systems.
Consequences for animals: Lead can negatively impact animals in the environment, from
small microorganisms to larger animals, through the food chain and the accumulation of lead
in their bodies.
Because of the above problems, many countries have switched to using unleaded gasoline or
reducing the amount of lead in gasoline to reduce negative impacts on the environment. This
transformation aims to protect human health and maintain balance in the ecological system.

12
CHAPTER 2: PERMISSIBLE CONCENTRATION OF POLLUTANTS IN
GASOLINE ENGINE EXHAUST GASES
2.1. Gaseous pollutants
Most industrialized countries have developed standards for the content of harmful
substances in internal combustion engine exhaust, but in the world there are 3 main
standards:
United States
Table 2.1 outlines the progression of permissible pollutant concentration limits in
automobile exhaust emissions for passenger vehicles in the United States over time. These
standards are applicable nationwide, except in California and New York, where more
stringent regulations are enforced. Measurements are conducted in accordance with the FTP
75 process. The data underscores the escalating stringency of standards: for example, the
permissible CO concentration has decreased from 84 g/mile in 1960 to 3.4 g/mile currently,
marking a roughly 25-fold reduction. Similarly, HC levels have plummeted from 10.6 g/mile
to 0.25 g/mile during the same period, representing approximately a 40-fold decrease.
Although NOx reduction levels have seen a lesser decline, dropping from 4.1 to 0.4, they
still reflect a considerable ten-fold reduction. Table 2.1: U.S. standards for passenger cars (in
terms of g/mileage, FTP process 75)
Year CO HC NOx
1960 84 10,6 4,1
1968 51 6,3 0,4
1970 34 4,1 0,4
1972 28 3,0 0,4
1973 28 3,0 3,1
1975 15 1,5 3,1
1977 15 1,5 2,0
1980 7,0 0,41 2,0
1983 3,4 0,41 1,0
Future 3,4 0,25 0,4

13
Japan
For passenger cars equipped with Japanese standard gasoline engines, testing is conducted
using the 10-mode and 11-mode test cycles, as detailed in Tables 2.2 and 2.3 for various car
types.
Table 2.4. Japanese standards for passenger cars using gasoline engines

CO (g/km) HC (g/km) NOx (g/km)

Year
10 C̊ 11 C̊ 10 C̊ 11 C̊ 10 C̊ 11 C̊

1973 26 - 3,8 - 3 -

1975 2,7 20,81 0,39 2,33 1,6 2,7

1976 2,7 20,81 0,39 2,33 1,2 2,2

1978 2,7 20,81 0,39 2,33 0,48 1,47

1988 2,7 20,81 0,39 2,33 0,25 1,47

Table 2.5. Japanese standards for light transport cars using gasoline engines or
GPL engines

CO (g/km) HC (g/km) NOx (g/km)

Year
10 C̊ 11 C̊ 10 C̊ 11 C̊ 10 C̊ 11 C̊

1973 26 - 3,8 - 3,0 -

1975 17 31,83 2,7 4,16 2,3 4,9

1976 17 31,89 2,7 4,16 1,6 2,69

1978 17 31,83 2,7 4,16 1,26 2,33

1988 17 31,83 2,7 4,16 0,7 2,33

European Union

14
Table 2.6 presents the permissible pollution levels for passenger and light transport
vehicles under the ECE test procedure, which is applicable within the European
Community. Former Ea
Table 2.6. European Community Standards for light trucks

Engine type
CO HC+NOx Year of
(V (liter) is the cylinder NOx (g/km)
(g/km) (g/km) application
volume)

Gasoline V > 2.0 6,17 1,6 0,86 1988

Gasoline 1.4 ≤ V ≤ 2.0 7,4 1,97 - 1991

Gasoline V<1.4 4,6 1,23 - 1992

Other country
Developing countries typically adopt testing procedures from developed industrial countries
and establish permissible pollution levels tailored to their own conditions. Testing
procedures and permissible limits for pollutant concentrations in engine exhaust gases in
some countries for vehicles weighing less than 2.7 tons are introduced in Table 2.5. We
observe that developing countries often utilize testing cycles from the United States, Europe,
and Japan. The stringency of limits on pollutant concentrations gradually increases over
time.
Table 2.7. Testing procedures and pollution limits in some developing countries

CO HC NOx
Nation Year Process
(g/km) (g/km) (g/km)

1975 FTP 75 15,53 1,24 1,92

Canada 1987 FTP 75 2,11 0,25 0,62

1994 FTP 75 2,11 0,15 0,25

1976 FTP 72 24,20 2,10 1,90

Australia &
1982 FTP 72 22,00 1,91 1,73
NewZealand
1986 FTP 75 9,30 0,93 1,90

15
 Taiwan 1987 ECE 14,31 4.69 (HC+NOx)

1988 ECE 14,31 4.69 (HC+NOx)

1989 FTP 75 2,11 0,25 0,25

Singapore Israel
Saudi Arabia 1986 ECE European Community Standards

1983 10 °C 26 3,8 3,0

1984 10 °C 18 2,8 2,5

South Korea
1987 FTP 75 8 2,1 1,5
1987 FTP 75 2,11 0,25 0,62

1989 FTP 75 21,9 1,99 2,29

1990 FTP 75 18,52 1,79 1,99

Mexico
1991 FTP 75 6,96 0,70 1,39

1993 FTP 75 2,11 0,25 0,62

1988 FTP 75 24 2,10 2,00

Brazil
1992 FTP 75 12 1,20 1,40

2.2. The process of periodically checking the level of pollution of gasoline engines
2.2.1. Developed countries
The aforementioned regulations are enforced from the time a car is manufactured until a
certain period of use has elapsed, with measurements typically conducted at inspection
centers in accordance with state regulations. In the United States, these standards are upheld
until the vehicle reaches 80,000 kilometers. To comply with these standards during
operation, proper maintenance of the vehicle is essential. However, it's worth noting that not
all cars receive adequate maintenance when in the possession of their users. Statistics from
the US indicate that only 33% of cars undergo proper maintenance, with the remaining
vehicles either improperly tuned or fitted with non-standard parts. The maintenance status of
used cars in countries with less developed automotive industries is likely even worse.

16
This situation can lead to pollutant concentrations in exhaust gases exceeding the permissible
limits outlined in regulations.
To periodically evaluate the pollution levels of used cars, preliminary inspection procedures
are implemented.
Table 2.8. Emission standards for automobiles under idle conditions
Country Vehicle type Pollutants Limit

Community
Tourism, transport CO 3,5%
Europe

Truck < 0,76 Ton or passenger car < 9

CO 0,5%V
seats
Switzerland
Truck > 0,76 Ton or passenger car > 9 HC 100ppmV
seats CO 1%V

CO 1,2%V
United States Light cars
HC 220ppmV

Canada Light cars CO 0,5%

Light cars CO 4,5%

Japan 4 – Stroke engine HC 1200ppmV
2 – Stroke engine HC 7800ppmV

CO 4,5%V
South Korea Light cars
HC 1200ppmV

CO 3,5%V
Japan Light cars
HC 900ppmV

In the United States, many states have implemented a straightforward testing process to
evaluate pollution levels in used cars. This testing procedure involves measuring CO and HC
concentrations while the vehicle is in idle mode, with specified standards for compliance.
Typically, cars undergo this pollution testing annually or biennially.
Germany stands out as a leader in Europe for routine automobile pollution inspections. The
testing procedure involves measuring CO concentration during idle mode. Following
17
Germany, countries like Switzerland, Austria, Sweden, and the Netherlands also prioritize
routine inspection of automobile pollution.
In Switzerland, since 1986, cars must pass CO, CO2, and HC tests every one or three years
while idling. Austria has required cars to pass an annual HC test in idle mode (below
600ppm) since 1985. In the UK, cars are mandated to undergo annual testing for idling CO
levels, with a permissible limit of 4.5%. In Sweden, cars undergo inspection annually, with
the concentration of CO during idle mode required to be less than 5.5%. Additionally,
Sweden proposes the INCOL test procedure, which utilizes the inertia of free-rotating parts
(such as the flywheel, clutch, and gears) behind the engine as a load during free acceleration.
In the Netherlands, all cars older than three years undergo contamination testing based on
CO concentration measurements during idle mode.
2.2.2. In Vietnam
In 1990, the Government of Vietnam issued a standard (TCVN 5123-90) regulating the CO
content in gasoline engine exhaust in idle mode. This standard is applicable to all gasoline
cars with a mass greater than 400 kg. The CO content is measured directly in the exhaust
pipe, 300mm from the exhaust mouth, in two speed modes: nmin and 0.6ndm (ndm is the
rated rate). The CO content should not exceed 3.5% in nmin mode and 2.0% in 0.6ndm
mode. - In 1998, the Government of Vietnam promulgated TCVN 6438-98 regulating more
specifically the permissible limit of pollutants in the exhaust gas of vehicles (Table 2.9).
Table 2.9. Maximum permissible limits of pollutant components in exhaust gases of
transport vehicles

Vehicles in use First-time registration means

Pollutant composition in
exhaust gases Gasoline engine vehicles
Gasoline engine vehicles
Level 1 Level 2 Level 3

CO (% by volume) 6,5 6,0 4,5 4,5

HC (ppm volumetric) :
- 4-stroke engine - 1500 1200 1200
- 2-stroke engine - 7800 7800 7800
- Special engine (with - 3300 3300 3300
links

18
In 2011, the Prime Minister of Vietnam issued Decision No. 49/2011/QD-TTg, which
outlined the timeline for implementing emission standards corresponding to European
standards Euro 3, 4, and 5 for newly manufactured, assembled, and imported motor vehicles.
Vietnam adopted Euro IV emission standards starting from January 1, 2017, and Euro V
emission standards starting from January 1, 2022.
Subsequently, in 2019, the Prime Minister issued Decision No. 16/2019/QD-TTg dated
March 28, 2019, which provided the roadmap for applying emission standards to both new
and used cars. These emission standards, classified as Level 1, Level 2, Level 3, and Level 4,
are specified in TCVN 6438:2018 "Road vehicles - permissible limits of emissions."
Table 2.10. Maximum permissible limits of polluting wastes in exhaust gases

Vehicles in use
Pollutant composition in exhaust gases
Gasoline engine vehicles

Level 1 Level 2 Level 3 Level 4

CO (% by volume) 4,5 3,5 3 0,5

HC (ppm volumetric) :
- 4-stroke engine 1200 800 600 300
- 2-stroke engine 7800 7800 7800 7800
- Special engine (with links 3300 3300 3300 3300
Structure different from the
engine translational piston type)

Table 2.11. Emission limit value for vehicles fitted with forced combustion engines Level 5

Standard
Vehicle type weight, CO THC NMHC 𝑁𝑂𝑋 PM(1)/(2)
Rm(kg)

M1, M2 All 1 0,1 0,068 0,06 0,005/0,0045

19
 Group 1 Rm < 1305 1 0,1 0,068 0,06 0,005/0,0045

R1,305 < Rm ≤
N1 Group 2 1,81 0,13 0,09 0,075 0,005/0,0045
1,760

Group 3 1,760 < Rm 2,27 0,16 0,108 0,082 0,005/0,0045

N2 All 2,27 0,16 0,108 0,082 0,005/0,0045

Note :
(1) Applies only to vehicles fitted with direct fuel injection engines;
(2) The preceding value corresponds to the method of weighing particles with electronic
scales but observing the result with the naked eye. The value behind the corresponding
method of automatic grain weighing through a weighing device and software program
(PMP).

20
CHAPTER 3: GASOLINE ENGINE EMISSION CONTROL TECHNOLOGY
3.1. Exhaust Gas Recirculation (EGR)
Exhaust Gas Recirculation systems are commonly used in modern spark ignition engines.
The purpose of EGR is to recirculate the exhaust gas back to the engine intake system under
load conditions, reducing the adiabatic combustion temperature and oxygen concentration in
the diesel engine, increasing the specific heat of the air mixture, At the same time, it lowers
the burning temperature. A decrease in all of the above parameters will prevent NOx
production, because factors that promote NOx formation in the combustion chamber include
high temperature and high pressure.
3.1.1. Structure of the EGR system
EGR valve
is the part that controls the amount of exhaust gas sent back to the combustion chamber.
There are two main types of EGR valves: vacuum-controlled valves and back-pressure-
controlled valves.
The Vacuum modulated valve is connected to the cylinder via the EGR vacuum controller.
Accordingly, the exhaust gas from the combustion chamber moves through the vacuum
controller, then follows the low pressure path to the EGR valve. At this time, depending on
the pressure, the Vacuum modulated valve will adjust and distribute the appropriate amount
of exhaust gas to return to the combustion chamber.

Figure 3.8. EGR Vacuum modulated exhaust gas

With the Modulated Back Pressure Valve, the operating principle is quite similar to the
Vacuum Modulated valve, the only difference is that there are two additional Power and
Control valve diaphragms to close the valve seat. When operating, engine exhaust gases
enter the hollow section under the Control membrane. Under the effect of air pressure and
21
thermal

22
expansion, the entire valve seat is pushed up to help retain more exhaust gas from the
combustion chamber. Therefore, the Back pressure modulated valve is considered to operate
more effectively than the Vacuum Modulated valve.

Figure 3.9. Back pressure modulated exhaust gas recirculation valve

Exhaust pipeline system:

Exhaust gas is returned to the intake air system through a high temperature resistant pipeline
system.
Exhaust air cooler:

contains engine coolant to cool the exhaust

gases. The recirculated exhaust gas needs to
be cooled before mixing with the intake air
because otherwise, the hot exhaust gas will
increase the intake air temperature, affecting
engine power.

Figure 3.10. Exhaust air cooler

23
Sensor:
 Exhaust gas temperature sensor
 EGR valve position sensor
 Intake air pressure sensor
ECU controller
Based on signals from the sensors, the ECU will control the operation of the EGR valve
3.1.2. Operating principle of the EGR system

24
The EGR valve is controlled based on the vacuum pressure signal, determining the amount
of exhaust gas sent into the cylinders. It consists of a vacuum-loaded diaphragm spring and
is linked to the EGR vacuum chamber. Vacuum pressure is transferred from the signal port
located above the throttle, connected to the EGR vacuum chamber through the ECU.
When not operating, the EGR valve is in the closed position because the spring force
overcomes the vacuum pressure. Engineers designed such a mechanism because if the
exhaust gas recirculates at idle, it will cause idle or unstable operation.
When the vacuum pressure is high, the ECU will activate the opening of the EGR vacuum
chamber, drawing the diaphragm spring up to open the valve, a quantity of exhaust gas will
follow the open valve line back to the manifold.
In fact, about 5-15% of exhaust gases are returned to the combustion chamber thanks to the
EGR exhaust gas recirculation system. Exceeding 15% will make the car engine difficult to
start and not work smoothly. Excessive recirculation of exhaust gases in the system will
cause loss of fire and incomplete combustion. Although EGR causes significant retardation,
this can largely be compensated for by increasing the ignition timing (increasing the ignition
advance angle).
3.1.3. Benefits of the EGR system
The EGR exhaust gas recirculation system sends part of the exhaust gas back into the
combustion chamber. The logic behind the EGR system is very simple. The exhaust gas has
a hotter temperature than the "fresh" air entering the engine. This heat will cause the air to
expand, significantly reducing the amount of oxygen in the air, thus leading to a decrease in
the volume of air burned in the cylinder.
Reduce NOx emissions: The EGR exhaust gas recirculation system results in lower heat
generation and lower cylinder temperatures. When there is not enough heat, the ability to
form nitrous oxide decreases, and the exhaust gas temperature in the cylinder is limited. This
improves engine life.
Reduce fuel consumption: In gasoline engines, power adjustment is carried out on the
principle of changing the amount of air-fuel mixture loaded into the cylinder through
adjusting the opening and closing of the throttle valve (quantity adjustment) and losses. on
the recharging path depends on the opening and closing of the throttle valve.
When working in load mode, at the same work point, mixing exhaust gas with fresh air will
allow people to open the throttle wider than in the case of not mixing exhaust gas and thus
will have the effect of reducing Reduce losses caused by throttle resistance.

25
 Using automatic EGR exhaust gas treatment technology can reduce fuel consumption by
up to 5% compared to engines not equipped with this system.
Reduce heat loss: Reducing the maximum combustion temperature not only reduces NOx
formation but also reduces heat loss to the combustion chamber surface, from which more
useful heat is converted to mechanical energy during the journey. expand – produce work.
Reduced chemical degradation
3.1.4. Some common problems of the EGR system
EGR pipe is clogged: Your EGR system routes exhaust gases back to the engine through a
specialized pipe section, often called an EGR tube. Exhaust gases flowing through the EGR
pipe contain large amounts of pollutants, including soot. Over time, such substances tend to
accumulate on the walls of the EGR tube. Eventually, sediment can grow thick enough to
disrupt flow completely.
EGR valve is stuck: The same contaminants that can clog your EGR pipes also accumulate
on the valve itself. Over time, those substances make it harder for the valve to open and
close properly. An EGR valve stuck in the closed position will not allow any exhaust gases
to enter your engine. As a result, the engine temperature increases, often causing a knocking
or pinging sound. An EGR valve stuck in its open position allows too much exhaust gas into
your engine. These additional emissions often cause the vehicle to idle more than usual or
even stall completely.
The exhaust cooler is clogged
 To ensure the EGR system operates effectively, periodic maintenance and inspection of
system components is required.
3.2. Treat exhaust gas with a catalyst
The Three-way Catalytic Converter is understood as a processor that simultaneously
processes three pollutant components: CO, HC and NO x. Its advantage is that it can almost
completely treat the above pollutant components by chemical reactions and convert them
into carbon dioxide (CO2), nitrogen (N2) and water vapor (H2O).
3.1.1. Structure of The three-way Catalytic Converter
Arranged between the engine exhaust pipe and the muffler, but closer to the exhaust pipe to
take advantage of heat for chemical reactions (ideal temperature 200 – 300 oC), the
manufacturing material is stainless steel , cylindrical or oval, with flanges installed at both
ends to connect to intermediate pipes in the waste system.

26
The most important part of The three-way Catalytic Converter. Currently there are three
different types of cores: ceramic pellet cores, monolithic ceramic cores and metal cores.

Figure 3.11. The three-way Catalytic Converter

The ceramic pellet core consists of layers of spherical ceramic pellets. The manufacturing
material is made from high temperature resistant ceramic (cordierite 2MgO.2Al2.5SiO2),
with low heat absorption coefficient and high melting temperature (about 1400oC). They
have good wear and friction resistance after heat treatment at a temperature of about 1000 oC
and are called the base layer. After being coated on the outer surface, the precious materials
Platinum (Pt), Palladium (Pd) and Rhodium (Rh) will be absorbed directly on the surface of
the ceramic pellets.
The monolithic ceramic core usually has a honeycomb structure, consisting of many tiny
millimeter-sized grooves arranged parallel to the flow of exhaust gases. The ceramic core is
also made from cordierite heat-resistant material, with small parallel grooves with a
triangular or square cross-section. The ceramic core is then impregnated with precious
metals platinum
- Pt (platinum), Palladium - Pd (palladium) and Rodium (rhodium).
The metal core consists of flat steel sheets and wavy stamped steel sheets with a thickness of
0.04 - 0.05mm arranged in layers. They are then curled into an S or circle shape. The most
common is the metal core divided into 2 separate parts, with a small space between the two
parts. Compared to the above two types of cores, the metal core has many outstanding
advantages such as the useful cross-sectional area of the exhaust gas channels being about
10- 15% larger, higher durability, resistance (level of resistance to air flow movement) for
low exhaust gases. But the metal core manufacturing technology is more complicated, the
volume is larger and the price is 15% more expensive.

27
The active layer is where the catalytic reactions take place and is made of precious metals
plated in a very thin layer on the base material (wash-coat).

The base material is mainly a layer of gamma aluminum, about 20-50 microns thick, coated
on the surface of the composite groove. Has the effect of increasing the specific surface of
the aggregate, thus facilitating the catalytic activity of precious metals.
There are 3 types of precious metals commonly used to coat the surface of metal materials:
Platine, Palladium, Rhodium. The first two substances (Pt, Pd) are used for catalytic
oxidation reactions, while Rh is necessary for the catalytic reaction of reducing NO x to N2.
There are also some metals such as Ni, Fe, Si, Ba, Zr, La in small amounts to increase
catalytic properties, stability and prevent aging.

Figure 3.12. Principle block diagram

The three-function catalyst is only effective when the working temperature is greater than
250°C. When this temperature threshold is exceeded, the conversion ratio of pollutants in
the catalyst increases very quickly, reaching a large ratio. more than 90%.
3.2.2. Operating principle of the Three-way Catalytic Converter
Three-way catalytic exhaust gas treatment stages:

Stage 1 – NOx reduction process

First, the exhaust gas is passed through a Rodi (Rh) catalyst. It converts nitrous oxide (NOx)
into nitrogen (N2) and oxygen (O2). The following reactions take place when the exhaust
gas passes through a reduction catalyst.
28
 2NO → N2 + O2
2NO2 → N2 + 2O2
The catalyst simply separates nitrogen and oxygen from the nitrogen oxides. Nitrogen and
oxygen are harmless gases while nitrous oxide is actually harmful to the environment.
Stage 2 – Oxidation
The exhaust gas without nitrogen oxides (NOx) is then passed through a catalyst of platinum
(Pt), palladium (Pd). The catalyst oxidizes carbonmonoxide(CO) and hydrocarbons (HC) in
the exhaust gas to carbondioxide (CO2) and water (H2O).
Reactions when oxidation takes place:
2CO + O2 → 2CO2
HC + O2 → CO2 + H2O
The final gases that exit the exhaust aftertreatment unit are N 2, CO2 and H2O. Three-way
catalytic exhaust gas treatment units are so named because they are capable of removing the
three pollutants NOx, CO and HC.
Stage 3 - the control system
It keeps an eye on the flow of exhaust gases and uses this data to use oxygen sensors to
regulate the fuel injection system. The sensor reports the amount of oxygen in the exhaust
stream to the engine. The engine's computer may change the air to fuel ratio to add or
remove oxygen if there is too much or too little of it. This guarantees that the exhaust stream
has sufficient oxygen for the oxidation catalyst to efficiently burn hydrocarbons and carbon
monoxide.
3.2.3. Limitations of the Three-way Catalytic Converters
Use high quality fuel: If the fuel is of poor quality, fuel by-products will adhere tightly to the
catalyst tube, preventing contact of the exhaust gas with the catalytic surface. This reduces
the effectiveness of the catalyst.
In Vietnam today, the highest quality fuel meets Euro II standards. For imported cars that
meet emission standards up to Euro IV, the vehicle must also use fuel that meets Euro IV
fuel standards. When driving with poor quality fuel, the lifespan and functions of the exhaust
filter will not operate as originally designed. Expensive three-way catalytic exhaust gas
treatment units are capable of periodically removing trapped sulfur. However, this process
can have side effects, creating unpleasant-smelling gases such as H2S.
Increased resistance on the exhaust path: due to reducing the natural discharge of
29
combustion products at the early opening stage of the exhaust valve and forced discharge
during the engine's exhaust stroke.

30
If the engine misfires or there is an explosion in the exhaust tract, it can cause the temporary
temperature of the exhaust gas to increase beyond 1400oC. At that time, the core and
conducting layers will melt, completely destroying the active layer in the exhaust gas path.
The 3-way catalytic converter will lose its effectiveness due to evaporation of the material.
3.3. Secondary Air Injection System
The unburned fuel is sent out along with the rest of the exhaust gases. Unburnt fuel or
hydrocarbons occur due to engine imperfections, differences in fuel quality, general vehicle
condition, driving conditions and environmental factors.
We can do all we can to burn as many hydrocarbons as possible because burned fuels are
less harmful to the environment than unburned fuels. So this is where the secondary air
injection system comes in. This system helps clean catalytic converter waste.
An adequate amount of fuel is needed for a "rich mixture," or mixture, in order to reliably
start a gasoline engine cold. However, because the catalytic converter's monolith has not yet
achieved its operating temperature
(between 300 and 350°C), a significant
amount of unburned hydrocarbons (HC)
and carbon monoxide (CO) are created.
Pollutants undergo a catalytic post-
combustion process known as post-
oxidation when oxygen-rich secondary air
is blown into the exhaust gas. The
secondary air system will significantly
lower HC and CO emissions during the
cold start period, even though it is only Figure 3.13. Secondary Air Injection System
operational for ninety seconds following a
cold start. Moreover, the heat generated by post-oxidation shortens the catalytic convertor's
warm-up period. Secondary air has never been necessary because diesel vehicles always run
with excess air, even on "cold starts."
The secondary air injection mechanism works its magic at this point. Through secondary air
injection into the exhaust manifold, it starts the exothermic oxidation of unburned fuel or
hydrocarbons, lowering carbon monoxide and hydrocarbon emissions during the cold start
phase.
An electrically powered air pump that may cycle on and off as needed powers the secondary
air injection system. It does this by sending fresh air upstream to the catalytic converter,
where

31
it mixes with hot gasses leftover from the engine's cylinders to form the exhaust system of
the car.
With oxygen-containing air in the hot exhaust, it allows any remaining fuel to continue
burning. This process can help reduce hydrocarbon and carbon monoxide emissions because
it can cause hydrocarbons and carbon monoxide to oxidize and turn into less toxic carbon
dioxide.
Because the processes involved in combustion increase the temperature of the exhaust gases,
hotter gases cause the catalytic converter to heat up faster. As soon as the catalytic converter
has become efficient, the secondary air injection system will shut down depending on how
the system is operating.
3.3.1. Structure of Secondary Air Injection System

Figure 3.14. Secondary Air Injection System

There are several components that comprise the secondary air injection system. They include
air injection drivers, air pumps, air control valves, and pressure sensors. The location of
these components vary depending on year, model, and engine size.

32
 Figure 3.15. Air control valves

Figure 3.16. Air Injection Control Valve Cross Section

3.3.2. Operating principle of Secondary Air Injection System
There are many different ways the secondary air valve can operate. It can operate in a
negative pressure manner controlled by an electric switching valve or by opening due to
pressure generated by a secondary air pump.
For the secondary air valves in the later generation, both shut-off and non-return functions
are merged and thus a closed non-return valve is created. But today, newer secondary air
valves are electric. They are designed and manufactured with shorter opening and closing
times than pneumatically controlled valves. Because newer secondary air injection systems
have higher operating force, they are now more resistant to adhesion caused by dirt build-up
33
or adhesion.

34
Secondary air injection systems with an electric motor to pump the air are found on many
modern car models such as the Toyota V8, Ford 3.8 V6 and 2.0 four-cylinder California
exhaust, and the General Motors LS Series. The system on these vehicles is typically used
during the first 20 to 120 seconds of the engine running. It is done by pumping air downward
into the exhaust pipe so that the hydrocarbons and carbon monoxide produced by running
rich during a cold start are oxidized. With the help of data provided by the oxygen sensor, air
temperature or coolant temperature, the system can pump the appropriate amount of air.

Figure 3.17. Operate of Secondary Air Injection System

Oxygen sensors are equipped with internal heaters that allow them to reach operating
temperature at a faster rate. When the catalytic converter reaches light-off temperature, the
car's computer will begin receiving downstream oxygen content signals and will activate the
air pump relay to switch power to the pump. It also calls for the switching valve to open and
allow air to be pumped into the exhaust stream.

35
 3.4. The Evaporative Emission Control System (EVAP)
Gasoline fuel is a volatile fuel under real-world conditions. That means if the fuel system is
not sealed or left open to the atmosphere, it can pollute even when the vehicle is not started.
Uncontrolled evaporative emissions like these can account for up to 20% of the pollution
produced by motor vehicles.
EVAP (abbreviation for Evaporative Emission Control System) is a fuel vapor control
system (gasoline vapor) or evaporative emissions control system, used to prevent gasoline
vapor from the fuel system or fuel tank from escaping out into the atmosphere. Accordingly,
EVAP is equipped on cars to collect, store and treat exhaust gases before they go out into the
environment.

Figure 3.18. EVAP on vehicles

3.4.1. Structure of EVAP
EVAP includes tanks and fuel lines that perform their own tasks and work together to ensure
highly effective emissions control. Specifically:
Fuel tank

36
The fuel tank is one of the components of the EVAP system, responsible for storing fuel
before it is sent to the injectors to perform the combustion process in the engine. During the
refueling process, the driver should limit filling the tank with gasoline because the tank has
some expansion space at the top so that the fuel can expand and not overflow or ensure the
EVAP system does not leak.
Fuel tank cap
The fuel cap is an important component in the EVAP system. If not designed and installed
properly, the OBD II error monitoring system will display a warning to the driver.
Most fuel caps on OBD II equipped vehicles allow clean air into the fuel tank to equalize
internal and atmospheric pressure. At the same time, gas caps also serve to prevent gasoline
vapor or liquid fuel from evaporating into the atmosphere.
Fuel pump
The fuel pump is responsible for drawing gasoline from the fuel tank and transferring it to
the injectors in the engine. Fuel injection systems usually operate at high pressure.
Therefore, to achieve appropriate pressure and volume flow, the fuel pump is often placed in
the gasoline tank to be cooled and lubricated during operation.
Fuel tank neck
The fuel tank neck is a breather tube made of hard plastic or metal that attaches to the fuel
tank through an airtight connection. The top part of the neck of the bottle is crimped and has
a lock to receive and seal the gas cap. Currently, some new intake manifold lines are
designed with a cap that comes with a self-sealing spring gasket to replace the traditional gas
cap.
Powertrain control module
The powertrain control module (PCM) is responsible for checking the integrity of the EVAP
system and measuring the amount of air stored back into the engine.
To test the integrity of the EVAP system, the PCM will run a diagnostic screen to detect fuel
leaks, then set a TCD trouble code and turn on the check engine light.
To measure gasoline vapor stored in the EVAP canister, the PCM will have to verify engine
operating conditions such as: time between main cycles, fuel level and ambient temperature.
In the event that this part is hot, the PCM will open the exhaust valve allowing vapor to be
drawn from the tank into the intake manifold. Next, gasoline vapor will be burned in the
engine with the fuel and air mixture. In addition, the PCM can monitor the amount of vapor
being sucked into the engine using an oxygen sensor and make mixture corrections (if
necessary) to limit excessive emissions.
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Fuel pressure sensor
The fuel pressure sensor is also part of the fuel pump system and is mounted inside or on top
of the fuel tank. The sensor is used to measure negative - positive pressure in the fuel tank
and monitor the entire EVAP system. When readings from this part indicate a leak, the PCM
(powertrain control box) will set a DTC (diagnostic) code and the Check Engine light will
come on.
Fuel pipeline
Fuel pipes are used to connect all components of the fuel system. This part is usually made
of galvanized steel or hard plastic, tightly attached to the frame and engine, keeping a
distance from the exhaust pipe and muffler. Additionally, when replacing fuel lines, the
operator needs to use appropriate connection materials and hardware. Leaking lines can
cause problems in safe system operation.
EVAP box
The EVAP box is a rectangular plastic box that contains activated carbon to absorb and store
gasoline vapor until the engine is started. Immediately after that, the PCM opens the canister
purge valve, allowing the intake vacuum to draw vapor into the engine. The EVAP box is
connected to the fuel tank through the tank's vent line
Purge valve (Solenoid)

Figure 3.19. The purge valve is electrically operated

The purge valve, also known as a Solenoid, is an electrically operated valve that allows the
engine vacuum to absorb gasoline vapor from the EVAP tank.
The PCM powers the purge process under normal driving and can evaluate the purge valve's
ability to hold and release vacuum and operate during EVAP system monitoring.
Additionally, the cleaning tube's purge valves sometimes become clogged with charcoal
particles and debris sucked through the EVAP cartridge.
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Leak detection pump (LDP)
A leak generator pump (LDP) is a type of pump consisting of a one-way valve and electrical
pipes that pumps air into a coal canister or fuel tank.
At this time, the PCM controls LDP activity during the EVAP system monitoring process,
thereby detecting LDP leaks at any time. At the same time, PCM can also evaluate the LDP's
ability to create and hold pressure during the EVAP system monitoring cycle. In case the
PCM detects a problem, the Check Engine light will illuminate and the DTC code will be
activated.
EVAP vent pipe
EVAP vent lines only operate under very low pressure or vacuum conditions. These pipes
connect all EVAP system components and the engine intake manifold together. A leaking or
damaged EVAP vent line can cause a variety of problems during the EVAP system
monitoring cycle.
3.4.2. Operating principle of EVAP System
The EVAP system absorbs gasoline fumes and other exhaust gases. Specifically, when
gasoline evaporates, this vapor will move to the charcoal canister and be stored there until it
can be safely transferred back to the engine to burn the fuel-air mixture. At the same time,
the EVAP valve will create space to suck steam into the engine. Clean air is also drawn in
through the vents.
If the fuel tank is sealed, the fuel pump will create negative pressure inside to collapse the
tank. Therefore, older EVAP systems will be vented by a spring-loaded valve in the air cap
or EVAP canister in new vehicles.

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Figure 3.20. The EVAP System is electronically controlled

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 CONCLUSION
Gasoline engine exhaust gas treatment technology has gone through a long development
process with many important advances. From the initial simple filters, today, modern
exhaust gas treatment systems can effectively remove more than 90% of toxic substances in
exhaust gas.
The result of this development is a cleaner and safer living environment for everyone.
Thanks to the application of exhaust gas treatment technologies, emissions from gasoline
engines have been significantly reduced, contributing to improving air quality and
minimizing health problems caused by environmental pollution.
However, there are still many challenges that need to be overcome. The development of
new, more effective exhaust gas treatment technologies is necessary to meet increasingly
stringent emissions standards.
Besides, using cleaner fuel and promoting public transportation also play an important role
in protecting the environment.

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