Automobile Emissions Control

Abstract - The Automobile emissions control focus II. EMISSIONS

on the different types of technologies that have
been introducing from early 1960’s to reduce the The emissions produced by a vehicle fall into
air pollution. They describe the different control three basic categories.
methods involved in all the devices employed for
the purpose of controlling pollution.
This paper entails the information of impact
of using these control techniques and devices.
The detrimental effects of pollutants from
automobile emissions on environment and on
human beings are also covered.

I. INTRODUCTION

Automobile emissions control covers all the

technologies that are employed to reduce the air
pollution-causing emissions produced by A. Exhaust emissions.
automobiles. Emission control systems have B. Evaporative emissions.
been incorporated into automobiles to prevent C. Life cycle emissions
pollution by limiting the amount of partially
burned and evaporated gases into the A. Exhaust Emissions
atmosphere. These systems have been efficient These are the most common form of
in reducing the pollution caused by automobiles vehicular air pollution emissions. These are the
to a large extent.Exhaust emissions control emissions which are emitted from the engine
systems were first required on 1966 model year exhaust manifold.
vehicles produced for sale in the state of
California, followed by the United States as a
whole in model year 1968. Their use became
widespread in the following decades and now
they are ubiquitous in industrialized nations and
common in most others

The major pollutants emitted include:

1) Hydrocarbons: This class is made up of

unburned or partially burned fuel, and is a major
contributor to urban smog, as well as being toxic.
They can cause liver damage and even cancer.

Emissions controls have been highly
successful in reducing the emissions produced by
motor vehicles in terms of quantity per distance
traveled. However, substantial increases in the
distance traveled by each vehicle, and equally
substantial increases in the number of vehicles in
use, have meant that the overall reduction in
pollution has been much slower.
2) Nitrogen Oxides: These are generated when in
nitrogen the air reacts with oxygen under the
high temperature and pressure conditions inside
the engine. Nox emissions contribute to both
smog and acid rain.
3) Carbon Monoxide: A product of incomplete
combustion, carbon monoxide reduces the
blood's ability to carry oxygen and is dangerous
to people with heart disease.
4) Carbon Dioxide: Emissions of carbon dioxide
are an increasing concern as its role in global
warming as a greenhouse gas has become more
apparent.
B. Evaporative Emissions
These are produced from the evaporation
of fuel, and are a large contributor to urban
smog, since these heavier molecules stay closer
to ground level.
1) Gas Tank Venting: The heating of the vehicle
as the temperature rises from the night-time
temperature to the hottest temperatures of the
day mean that gasoline in the tank evaporates,
increasing the pressure inside the tank above
atmospheric pressure. This pressure must be
relieved, and before emissions control it was
simply vented into the atmosphere.
2) Running Losses: The escape of gasoline
vapors from the hot engine.
3) Refueling Emissions: These can cause a lot of
hydrocarbon vapor emission. The empty space
inside a vehicle's tank is filled with hydrocarbon
gases, and as the tank is filled, these gases are
forced out into the atmosphere. In addition, there
is loss from further evaporation and fuel spillage.
C. Life Cycle Emissions
These are produced in activities associated
with the manufacturing, maintenance, and
disposal of the automobile.
They include
1) Manufacturing:
• Manufacturing plant power requirements.
• Volatile solvents utilized in the
manufacturing process (auto paint finishes,
etc).
• Out gassing of synthetic materials utilized to
reduce weight and simplify manufacturing.
2) Maintenance:
• Maintenance requirements such as oil and
filter changes, battery replacement, etc.
3) Disposal:
• Disposal requirements including
contaminated lubricants, tires, heavy metals,
and landfill.
III. CONTROL
The Clear Air act of 1970 gave EPA
broad authority to regulate motor vehicle
pollution, and the agency’s emission control
policies have become progressively more
stringent since the early 1970’s.
EPA standards dictate how much pollution
automobiles may emit but manufacturers decide
how to achieve the pollution limits.
The basic emissions control from
automobiles fall into three basic categories. They
are
A. Exhaust Emissions Control
B. Evaporative Emissions Control
C. Life Cycle Emissions Control
A. Exhaust Emissions Control
Exhaust Emissions Control can be
categorized as follows:
1) Increasing Engine Efficiency
2) Increasing Vehicle Efficiency
3) Air Injection
4) Exhaust Gas Recirculation.
5) Catalytic Converters.
1) Increasing Engine Efficiency: Engine
efficiency has been gradually improved
with progress in following technologies:
• Electronic Ignition
• Fuel Injection Systems
• Electronic Control Unit
2) Increasing Vehicle Efficiency:
Contributions to the goal of reducing
fuel consumption and related emissions
come from
• Lightweight Vehicle Design
• Minimized Air Resistance
• Reduced Rolling Resistance
• Improved Power Train Efficiency
• Increasing Spark To The Spark Plug
(This Topic Should Be Under The
Ignition System)
• Regenerative Braking

3) Air Injection: A very early emissions
control system, the Air Injection
Reactor (AIR) reduces the products of
incomplete combustion (hydrocarbons
and carbon monoxide) by injecting
fresh air into the exhaust manifolds of
the engine. In the presence of this
oxygen-laden air, further combustion
occurs in the manifold and exhaust
pipe. Generally the air is delivered
through an engine-driven 'smog pump'
and air tubing to the manifolds. This
technology was introduced in 1966 in
California, and was in use for the next
several decades. It is not generally in
use any longer, having been
supplanted by cleaner burning engines
and better catalytic converter.
4) Exhaust Gas Recirculation: Many engines
produced after the 1973 model year
have an exhaust gas recirculation
valve between the exhaust and intake
manifolds; its sole purpose is to
reduce NOx emissions by introducing
exhaust gases into the air/fuel
mixture, lowering peak combustion
temperatures.
At 2500 degrees Fahrenheit or hotter,
the nitrogen and oxygen in the combustion
chamber can chemically combine to form nitrous
oxides, which, when combined with
hydrocarbons (HCs) and the presence of
sunlight, produces an ugly haze in our skies
known commonly as smog.
NOx formation can be reduced by:
• Enriching the air fuel (A/F) mixture to
reduce combustion temperatures.
• Lowering the compression ratio and
retarding ignition timing;
• Recirculating part of exhaust gases.
Evolution of the EGR systems, the first
EGR valves appeared in 1973 on GM cars.
Bolted to the intake manifold next to the
carburetor, it has ports to the intake and exhaust
manifolds. It has a diaphragm that pulls open a
valve stem, which allows exhaust to enter the
intake manifold when ported vacuum is applied
to it.
Working:
The EGR valve recirculates exhaust
into the intake stream. Exhaust gases have
already combusted, so they do not burn again
when they are recirculated. These gases displace
some of the normal intake charge. This
chemically slows and cools the combustion
process by several hundred degrees, thus
reducing NOx formation.
A well-designed system will actually
increase engine performance and economy since
the combustion chamber temperature is reduced,
engine detonation potential is also reduced
Problems with EGR:
-Too much flow will retard engine
performance and cause a hesitation on
acceleration.
- Too little flow will increase NOx and
cause engine ping.
- This increases Hydro Carbons and carbon
monoxide (CO) emissions when we try to reduce
the NOx formation by improving air-fuel ratio.
- Reduced engine performance.
By 1981, closed loop computer controls were
in place. EGR flow was now more carefully
controlled with dual diaphragm and back-
pressure EGR valves.
Catalytic Converter: The catalytic converter is a
device, placed in the exhaust pipe, which
converts various emissions into less harmful
ones. This is the easily applied, method for
reducing tailpipe emissions.
The catalytic converter was developed by
John J. Mooney and Carl D. Keith at the
Engelhard Corporation, creating the first
production catalytic converter in 1973First
widely introduced on series-production
automobiles in the U.S. market for the 1975
model year and are still most commonly used in
motor vehicle exhaust systems. Catalytic
converters are also used on generator sets,
forklifts, mining equipment, trucks, busses,
trains, and other engine-equipped machines. A
catalytic converter provides an environment for a
chemical reaction wherein toxic combustion by-
products are converted to less-toxic substances.

Once catalytic converter reaches its
operating temperature (known as "light off
temperature" and usually between 400 and 600
degrees Fahrenheit) the catalyst compound
coating the inner ceramics start to convert the
three regulated harmful emissions into less
harmful emissions. The three harmful emissions
regulated by the EPA are Carbon monoxide
(CO), Hydrocarbons (or VOCs for Volatile
Organic Compounds), and Nitrogen compounds
(NOx).
Construction:
A simple catalytic converter looks like
this
Working:
A catalyst is a substance that causes or
accelerates a chemical reaction without itself
being affected.
In the catalytic converter, there are two
different types of catalyst at work, a reduction
catalyst and an oxidation catalyst. Both types
consist of a ceramic structure coated with a metal
catalyst, usually platinum, rhodium and/or
palladium. The idea is to create a structure that
exposes the maximum surface area of catalyst to
the exhaust stream, while also minimizing the
amount of catalyst required, as the materials are
extremely expensive.
Some of the newest converters have even
started to use gold mixed with the more
traditional catalysts. Gold is cheaper than the
other materials and could increase oxidation, the
chemical reaction that reduces pollutants, by up
to 40 percent.
The reduction catalyst is the first stage of
the catalytic converter. It uses platinum and
rhodium to help reduce the NOx emissions.
When an NO or NO2 molecule contacts the
catalyst, the catalyst rips the nitrogen atom out of
the molecule and holds on to it, freeing the
oxygen in the form of O2. The nitrogen atoms
bond with other nitrogen atoms that are also
stuck to the catalyst, forming N2. For example:
2NO => N2 + O2 or 2NO2 => N2 + 2O2
The oxidation catalyst is the second stage
of the catalytic converter. It reduces the
unburned hydrocarbons and carbon monoxide by
burning (oxidizing) them over a platinum and
palladium catalyst. This catalyst aids the reaction
of the CO and hydrocarbons with the remaining
oxygen in the exhaust gas. For example:
2CO + O2 => 2CO2
There are two main types of structures
used in catalytic converters -- honeycomb and
ceramic beads. Most cars today use a honeycomb
structure.
Hot exhaust gases exit engine and head
through exhaust to the catalytic converter. Inside
this expanded tube is a massive network or
honeycomb of ceramics. This ceramic
checkpoint has been coated with compounds that
react with the exhaust to eliminate certain
harmful emissions. Even though the exhaust is
flying through the tube at high velocity, the
molecules that coat the ceramics are able to react
in milliseconds, hanging on to the bad stuff until
it's converted to something harmless (or less
harmful) like Nitrogen, Carbon Dioxide or water
vapor.
Emissions control product being monitored,
the three main types are:
• Temperature
• Oxygen
• NOx
A) Temperature sensors: Temperatures sensors
are used as a warning system, typically
on obsolete 2-Way catalytic converters
such as are still sometimes used on LPG
forklifts. The function of the sensor is to
warn of temperature excursions above
the safe operating temperature of
750°Celsius of the two-way catalytic
converter. Temperature sensors are also
used to monitor catalyst functioning -
usually two sensors will be fitted, with
one before the catalyst and one after to
monitor the temperature rise over the
catalytic converter core. For every 1%
of CO in the exhaust gas stream the
exhaust gas temperature will rise by
100°C.
B) Oxygen sensors: It is the basis of the closed
loop control system on a spark ignited rich burn
engine, Oxygen sensors only work when at
operating temperature, when they output a
voltage based on the O2 level in the exhaust gas
to the computer. Typically a single wire oxygen
sensor will take 3-5 minutes to reach operating
temperature. The more expensive heated sensors
(3 to 5 wires) can reach operating temperature in
1 minute.
C) NOx sensors: NOx sensors are extremely
expensive and are generally only used
when a compression ignition engine is
fitted with a selective catalytic
reduction converter or a NOx adsorber
catalyst in a feedback system. There
may be one or two sensors. When one
sensor is fitted it will be pre-catalyst,
when two are fitted the second one will
be post catalyst. They are utilized for
the same reasons and in the same
manner as an oxygen sensor - the only
difference is the substance being
monitored.
B. Evaporative Emissions Control
Efforts at the reduction of evaporative
emissions include:
1) Capturing of vented vapors
(within the vehicle)
2) Reduction of refueling
emissions.
1) Capturing vented vapors: Within the
vehicle, vapors from the fuel tank are
channelled through canisters containing
activated carbon instead of being vented
to the atmosphere. These are known as
carbon canisters. The vapors are
absorbed within the canister, which
feeds into the inlet manifold of the
engine. When the vehicle is running, the
vapors desorb from the carbon, are
drawn into the engine and burned.
The amount of vapors evaporated would be
around one litre for one month.
2) Reducing refueling losses: All modern
vehicles have tank filler necks that
instead of just being a tube into the
tank, as in earlier vehicles; now have a
small-diameter hinged and spring-
loaded door only large enough for the
tip of the filler nozzle. This prevents
vapor leakage when the filler cap is
removed.
This is accompanied by modifications to
the filling station pumps. They are now equipped
to suck the vapors back into the pump as they are
displaced by fuel. Some have intakes around the
head of the filler nozzle, while others have a
rubber 'boot' that presses securely around the end
of the filler neck to prevent vapors escaping.
C. Life Cycle Emissions Control
Life cycle emissions can be categorized as
follow:
1) Manufacturing Emissions
control
2) Maintenance Emissions
control
3) Disposal Emissions control
1) Manufacturing Emissions control: This part
basically depends on the manufacturing process
and location of the vehicle manufacturer. The
consumer has a very indirect choice of
influencing this by either buying or not buying
this vehicle. Vehicle manufacturers are able to
design choices here, as well in engine
performance like fuel consumption, exhaust
gases etc. So to control this, we need to recycle
or reuse the old parts with required
modifications.
2) Maintenance Emissions control: In this part,
all expenditures for the car maintenance are
heeded. Energy consumption and tyre
replacement are major ones. So, long life tyres
should be used and minimum polluting and
maximum efficiency should be used to control
the maintenance emissions.
3) Disposal Emissions Control: In this part,
disposal of the materials used for manufacturing
and maintenance is heeded. It is a function of
input materials used for vehicles. Disposal
options depend on the existing disposal channels
in the region (recycling, incineration), and on the
management of dismanteling old vehicles.
IV. ADVANCED EMISSION CONTROL
TECHNOLOGY
Some noteworthy facts regarding the
contributions of advanced emissions control
technology and its impact on air quality are
shown below:
• Today’s automobiles are meeting
emission standards that have acquired
reductions of up to 98+ percent for HC,
96 percent for CO and 95 percent for
Nox compared to the uncontrolled levels
of automobiles sold in 1960s.
• Despite the fact that fuel use increased
approximately 50 percent and vehicle
miles traveled nationwide increased by
150 percent between 1970 and 1998,
CO, VOC and Nox emissions from
motor vehicles in 1998 decreased by
over 44 million tons compared to 1970
levels.
• Beginning within the next five years,
automobiles, light-trucks, passenger
vans and sport-utility vehicles (SUVs)
equipped with advanced emission
control technologies will begin to be
introduced that will have emission
reductions of 99+ percent compared to
comparable vehicles without any
controls in the 1960s.
• In the 1970s and 1980s, many predicted
that stringent vehicle emissions
standards would make automobiles
prohibitively expensive, as well as
decrease fuel economy, vehicle
performance and model selection. To
the contrary, today’s consumers can buy
a wide variety of affordable, high
performance, lower-polluting vehicles.
• Fuel economy began a dramatic,
continuous rise beginning with catalyst-
equipped 1975 model year automobiles
that had to meet much tighter emission
requirements compared to previous
model year vehicles. This was largely
because the use of the catalyst to control
emissions allowed manufacturers to
design for efficiency. Technologies
such as electronic engine controls,
improved ignition systems and
improved fuel delivery systems also
positively impacted fuel economy.
• Because the automotive catalyst can be
poisoned by lead, the use of catalytic
converters helped bring out the
elimination of gasoline containing lead,
which has been found to be a serious
health hazard. Today lead from on-road
vehicles accounts for less than 1 percent
of the total national lead emissions,
down from almost 82 percent in 1980.
• Nearly 500 million vehicles equipped
with advanced emission controls, such
as a catalytic converter, have been sold
worldwide.
• In 2000, over 85 percent of new
automobiles sold worldwide will be
equipped with a catalytic converter.
• The Society of Automotive Engineers
selected the catalytic converter, fuel
injection and electronic engine controls
– all developed to reduce automotive
exhaust emissions – as three of the
automobile industry’s ten greatest
achievements over its first 100 years
(1896-1996).
• Originally designed for gasoline-fueled
automobiles, advanced emission control
technology is now being equipped on
vehicles operating on diesel, natural
gas, methanol, ethanol, and propane,
and in applications ranging from lawn
and garden equipment to buses and
heavy mining equipment.
“Advanced Motor Vehicle Emissions
Control Technology is universally recognized as
one of the great environmental technology
success stories and has been a cornerstone in our
Nation’s continuing efforts to clean up the air we
breathe.”
V. CONCLUSION
The need for an integrated, holistic approach
for controlling vehicular emission cannot be
over-emphasized. More importantly, it is time
now for the auto and oil industry to come
together under the guidance of the Government
in evolving fuel quality standards and vehicular
technology to meet air quality targets.
ACKNOWLEDGMENT
We would like to thank our faculty and parents
for their encouragement in completing this
project.
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Technology
[4]. Approaches to Automotive Emissions
Control
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