76
EMISSION NORMS - INDIA
EMISSION NORMS
-
INDIA
Causes eye irritation and reduction inVisibility.
Eyes SMOKE5
Causes eye irritation and reduction to Visibility, can cause lung cancer, can cause skin disease can cause trouble in breathing.
Eyes, Lungs, skin PARTICULATE
MATTER4
Toxic effect on lungs, Causes acute bronchitis in infants and School children.
Lungs NITROGEN OXIDES
3
Reduces the oxygencarrying capacity ofThe blood and readiness with which the
blood gives up oxygen to the tissues may cause heart diseases.
BodyCARBON MONOXIDE
2
Causes irritation, lung Cancer
Eyes, Lungs HYDROCARBON1
PROBLEMSAFFECTEDPARTOF THEBODY
COMBUSTION PRODUCT
S.NO
APPLICABLE EMISSION NORMS IN INDIA
DG setsOff highway
(Construction Equipment Vehicles)
On highway
(Cars,Trucks
& Buses)
Cars & 4 Wheeler
driving cycle on chassis
dyno
VehiclesGVW <3.5 t
driving cycle on chassis dyno
OR13 mode
ISO-8178-A / ESC & ELR
VehiclesGVW >3.5 t
13 modeISO- 8178 -A /ESC & ELR
Tractors(8 modeISO-8178 C1)
5 mode
ISO -8178-D2
8 mode
ISO -8178-C1
8 mode
ISO -8178-C1
Application
Test Cycle
EMISSION NORMS- INDIA
Off highway CEV
(Construction Equipment Vehicles)
8 modeISO -8178-C1
MODE 1 2 3 4 5 6 7 8
Torque % 100 75 50 10 100 75 50 0
SpeedRated Intermediate
Lowidle
WeightingFactor
0.15 0.15 0.15 0.10 0.10 0.1 0.1 0.15
Stage CapacityDate of
ImplementationNOx
g/kW-hHC
g/kW-hNOx + HC
g/kW-h
COg/kW-h
PMg/kW-h
Current ALL 1-7-2000 18.0 3.5 --- 14.0 ---
37 - 74 kW 9.2 1.3 --- 6.5 0.85
75 – 129 kW 9.2 1.3 --- 5.0 0.7
INDIA STAGE– II
(Same asEurope stage 1)130 – 560 kW
Proposed fromApr. 2007
9.2 1.3 --- 5.0 0.54
18 – 36 kW --- --- 7.5 5.5 0.6
37 - 74 kW --- --- 4.7 5.0 0.4
75 – 129 kW --- --- 4.0 5.0 0.3
INDIA STAGE– III
(Same asEurope stage
IIIA 130 – 560 kW
Proposed fromApr. 2011
--- --- 4.0 3.5 0.2
CEV means rubber tyred / padded or steel drum wheel mounted, self propelled excavator, loader, backhoe, dumper, motor grader, mobile crane, dozer thereof designed for off-highway operations in mining, irrigation and general construction manufactured with “on or/and off” highway capabilities.
EMISSION NORMS- INDIA
On highway(cars, Trucks, Buses)
Driving Cycle on Chassis
Dynamometer
Cars< 6 persons
< 2500 kg GVW
Light duty Diesel Vehicles. (LCV / HCV)
GVW 2500 - 3500 kgs
Diesel Vehicles.(Trucks & Buses)GVW > 3500 kgs.
Driving Cycle on Chassis
Dynamometer
13 mode
ISO -8178-A
(on engine dynamometer)
OR13 mode
ISO -8178-A / ESC & ELR
(on engine dynamometer)
Table A Table B Table C Table D
MODIFIED INDIAN DRIVING CYCLE (MINDC)
StageDate of
ImplementationNOxg/km
NOx +HC
g/km
COg/km
PMg/km
Apr. 2003 forNCR & 10 CitiesBharat Stage II
(Same as Euro 2) Apr. 2005Nationwide
--- 0.7 1.00 0.08
Apr. 2005 forNCR & 10 CitiesBharat Stage III
(Same as Euro 3) Apr. 2010Nationwide
0.50 0.56 0.64 0.05
TABLE A
NCR - National Capital Region (Delhi)
10 Cities -Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.
StageDate of
ImplementationNOxg/km
NOx + HCg/km
COg/km
PMg/km
India 2000(Same as Euro 1of light trucks)
2000--- 1.70 6.90 0.25
Bharat Stage II(Same as Euro 2of light trucks)
Apr. 2005Nationwide --- 1.20 1.5 0.17
Bharat Stage III(Same as Euro 3of light trucks)
Apr. 2005NCR + 10 cities
Apr. 2010Nationwide
0.78 0.86 0.95 0.10
TABLE B
Stage Test CycleDate of
ImplementationNOx
g/Kw-h HC
g/Kw-h
COg/Kw-h
PMg/Kw-h
India 2000(Same as Euro Iof heavy trucks)
ISO 8178 A13 Mode
20008.0 1.1 4.5
0.36 (> 85 kW)0.61 (< 85 kW)
Bharat Stage II(Same as Euro IIof heavy trucks)
ISO 8178 A13 Mode
Apr. 2005Nationwide 7.0 1.1 4.0 0.15
TABLE C
NCR - National Capital Region (Delhi)
10 Cities -Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.
Stage Test CycleDate of
ImplementationNOx
g/Kw-h HC
g/Kw-h
COg/Kw-h
PMg/Kw-h
Smokem-1
India 2000(Same as Euro I)
ISO 8178 A13 Mode
2000 8.0 1.1 4.5
0.36 (for > 85 kW)
0.61(for < 85 kW)
---
Bharat Stage II(Same as Euro II)
ISO 8178 A13 Mode
Apr. 2005Nationwide 7.0 1.1 4.0 0.15 ---
Bharat Stage III(Same as Euro III)
ESC & ELR13 Mode
Apr. 2005NCR + 10 cities
Apr. 2010Nationwide
5.0 0.66 2.1 0.1 0.8
TABLE D
NCR - National Capital Region (Delhi)
10 Cities -Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.
MODE 1 2 3 4 5 6 7 8 9 10 11 12 13
SpeedLowidle
IntermediateLowidle
RatedLowidle
Torque % 0 10 25 50 75 100 0 100 75 50 25 10 0
WeightingFactor
0.08 0.08 0.08 0.08 0.08 0.25 0.08 0.1 0.02 0.02 0.02 0.02 0.08
ISO 8178 A (13 Mode) / ECE R 49
MODE 1 2 3 4 5 6 7 8 9 10 11 12 13
Speed A B B A A A B B C C C C C
Torque % 0 100 50 75 50 75 25 100 25 100 25 75 50
WeightingFactor
0.15 0.08 0.1 0.1 0.05 0.05 0.05 0.09 0.10 0.08 0.05 0.05 0.05
Duration(Minutes)
4 2 2 2 2 2 2 2 2 2 2 2 2
EUROPEAN STATIONARY CYCLE (ESC)
A = nlo + 0.25(nhi - nlo)
B = nlo + 0.50(nhi - nlo)
C = nlo + 0.75(nhi - nlo)
nlo = lowest engine speed ( below the rated speed )where 50 % of the declared max net power occurs.
nhi = Highest engine speed ( above the rated speed) where 70 % of the declared max net power occurs.
During emission certification testing, the certification personnel may request additional random testing modes within the cycle control area ( ref fig). Max emission at these extra modes are determined by interpolation between the results from the neighbouring regular test modes.
EUROPEAN LOAD RESPONSE (ELR)
This ELR test has been introduced by EURO III emission regulation for the purpose of smoke opacity measurements. Test consists of a sequece of 3 load steps at each of the 3 engine speeds. A (cycle 1), B ( cycle 2) and C (cycle 3) followed by cycle 4 at speed between A and C and load between 10 to 100 % selected by the certification personnel. Speed A, B and C are defined in ESC cycle.
Smoke values are continuously sampled during the ELR test with a frequency of atleast 20 Hs. The smoke traces are then analysed to determined by calculation.
Indian Emission Road Map – Status May 2003Bharat stage II (Equivalent Euro II*)
* EURO II with Indian driving cycle (vmax = 90km/h) = Bharat Stage II
Bharat stage II
All over India
April 1st 2005
Delhi / NCR
Mumbai
Kolkata
Chennai
Bangalore
Hyderabad
Ahmedabad
Pune
Surat
Kanpur
Agra
With effect from
2000 - 2001
April 1st 2003
Indian Emission Road Map – Status May 2003Bharat stage III (Equivalent Euro III)
Bharat stage III
All over India
April 1st 2010
With effect from
1st April 2005
Delhi
Mumbai
Kolkata
Chennai
Bangalore
Hyderabad
Ahmedabad
Pune
Surat
Kanpur
Agra
Indian Emission Road Map -Bharat stage IV (Equivalent Euro IV)
With effect from
?
With effect from
1st Oct 2010*
Delhi
Mumbai
Kolkata
Chennai
Bangalore
Hyderabad
Ahmedabad
Pune
Surat
Kanpur
Agra
Mass Emission Standards - Bharat Stage IIPassenger car and Light duty vehicle
Mass Emission Standards - Bharat Stage IIPassenger car and Light duty vehicle
Modified Indian Driving Cycle (MINDC) Passenger Car & Light Duty Vehicle
Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg
1. Implemented in NCR from 23.11.2001, Rest of India : Yet to announce
2. There shall be no relaxation for COP purposes
3. The tests shall be carried out on the engine dynamometer as per ECE R49
4. The reference fuel shall be of a maximum of 0.05 % Sulphur content
On Engine Dynamometer :
Source : Notification by Government of India, Ministry of Road Transport and Highways, New Delhi dt. 24th April, 2001
Limit values g/kWh for type approval (TA) as well as COP
CO HC NOX PM
4.0 1.1 7.0 0.15
Bharat stage II
Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg
� For type approval to row A of the table, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas re-circulation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust after-treatment systems including the NOx catalysts and/or particulate
traps, shall additionally be tested on the ETC test.
� For type approval testing to either row B1 or B2 or row C of the table the emissions shall be
determined on the ESC, ELR and ETC tests.
Mass of carbon monoxide
(CO) g/kWh
Mass of hydrocarbons (HC) g/kWh
Mass of nitrogen oxides
(NOx) g/kWh
Mass of particlates (PT) g/kWh
Smoke m-1
A (2000) 2.1 0.66 5.0 0.1 0.13 (1) 0.80
B1 (2005) 1.5 0.46 3.5 0.02 0.50
B2 (2008) 1.5 0.46 2.0 0.02 0.50
C (EEV) 1.5 0.25 2.0 0.02 0.15
Limit values - ESC and ELR test
(1) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of more than 3000 rpm
Source: European Union 88/77/EEC
A: Euro 3, B1: Euro 4, B2: Euro 5, C: ??
Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg
A: Euro 3, B1: Euro 4, B2: Euro 5, C: ??
Mass of carbon monoxide
(CO) g/kWh
Mass of nonmethane hydrocarbons (HC)
g/kWh
Mass of Methane
(CH4) (2) g/kWh
Mass of Nitrogen oxides (NOx)
g/kWh
Mass of Particulate
g/kWh (PT) (3)
g/kWh
A (2000) 5.45 0.78 1.60 5.0 0.16 0.21 (4)
B1 (2005) 4.00 0.55 1.10 3.5 0.03
B2 (2008) 4.00 0.55 1.10 2.0 0.03
C (EEV) 3.00 0.40 0.65 2.0 0.02
(2) For NG engines only.(3) Not applicable for gas fuelled engines at stage A and stages B1 and B2.
Limit values - ETC tests (1)
(1) The conditions for verifying the acceptability of the ETC tests (see annex III, Appendix 2, section 3.9) when measuring the emissions of gas fuelled engines against the limit values applicable in Row A shall be reexamined and , where necessary, modified in accordance with the procedure laid down in Article 13 of Directive 70/156/EEC.
Source: European Union 88/77/EEC
(4) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of more than 3000 rpm.
• Internal combustion engines cause significant contributions to atmospheric pollution, which has a damaging impact on
our health and the environment.
• In case of diesel engines the inherent benefits such as high thermal efficiency are balanced by high emission of nitrogen oxides and diesel particulates.
DIESEL ENGINE POLLUTANTS AND THEIR EFFECTS
�Carbon monoxide (CO)�Hydrocarbon (HC)�Nitrogen oxides (NOx)�Particulate matter (PM)�Smoke
Engine Emissions Control TechnologyStages
• 1970-1984
• 1985-1989
• 1990
• 1991-1993
• 1994-1997
• 1998-2003
• 2004-2007
Emission RequirementsFour Time Periods
NOx (gms/bhp-hr)
PM (gms/bhp-hr)
Time Frame Diesel Natural Gas Diesel Natural Gas
Before 2002 4.0 2.0 .05 .02
2002-2006 2.5 1.3 .05 .02
2007-2009 2010+
1.2
0.20
0.6
0.10
0.01
0.01
0.005
0.005
Heavy Duty Diesel Engine Emission Standards (Global On-Highway)
0.00
0.02
0.04
0.06
0.08
0.10
0.12
0.14
0.16
0.18
0.20
0.0 1.0 2.0 3.0 4.0 5.0 6.0
NOx (g/bhp-hr)
PM
(g
/bh
p-h
r)
Japan1999
Japan2004
EURO III2000
US 1998US 2004
Japan2007
Brazil/Argentina
2000
Korea2000
Korea2002
AUS 2002AUS 2006
EURO IV2005
EURO V2008US 2007
Diesel Oxidation Catalyst
(30-40%)
DieselParticulate
Filters(80-90%)
EngineDesign
Exhaust GasRecirculation
SelectiveCatalytic
Reduction or Other
On-highway Regulation typesCertification Test Procedure
Comparison
1970-1984: Engine Modifications
• Air handling system– Turbocharging
– Water-to-air aftercooling; intake manifold temperature approximately 210°F
• Fuel handling system– Air-fuel ratio controller
– Fixed-timed mechanical fuel injection; peak injection pressure approximately 14,000 psi
• Combustion system– Cylinder components/overhead stiffened
Exhaust Manifold
Intake Manifold
Exhaust Manifold
Aftercooler/Intake Manifold
Compressor Turbine
Naturally AspiratedTurbocharged and Aftercooled
Air Handling System Changes
Air Handling System ChangesT’Stat
Radiator
Pump
Liners & Heads
Oil Cooler
Bypass
Naturally Aspirated
800F1300F
2000F
1900F
High Flow Water-To-Air Cooling[Jacket Water Aftercooling (JWAC)]
T’Stat
Radiator
Pump
Liners & Heads
Oil Cooler
After-cooler
Bypass2100F
800F1350F
2000F
1920F
3700F
1985-1989: Emission Regulation Changes• Implementation of the transient emissions test
• Emission standards
NOx: 10.7 g/bhp-hr
CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.6 g/bhp-hr
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
1985-1989: Engine Modifications
• Air handling system– Higher boost pressure
– High flow water-to-air aftercooling; intake manifold temperature approximately 160°F
• Fuel handling system– Low sac volume nozzles
– Rate control injection camshaft
– Dual spring air-fuel ratio controller
– Fixed-timed mechanical fuel injection; peak injection pressure approximately 16,000 psi
• Combustion system– Higher compression ratio
– Early intake valve closing
– Higher peak cylinder pressure capability
Fuel Injector Changes
High Sac Volume Nozzle Low Sac Volume Nozzle
Cup Section
Plunger Tip
Cup Section
Plunger Tip
Spray HolesSpray Holes
1990: Emission Regulation Changes
• Emission standards
NOx: 6.0 g/bhp-hr
CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.6 g/bhp-hr
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
1990: Engine Modifications
• Air handling system– Low flow water-to-air aftercooling; intake
manifold temperature approximately 140°F
– Smaller turbine inlet housing
• Fuel handling system– Retardation of injection timing
– Mechanical fuel injection, two-step timing control; peak injection pressure approximately 17,500 psi
Air Handling System Changes
High Flow Water-To-Air Cooling[Jacket Water Aftercooling (JWAC)]
Low Flow Water-To-Air Cooling[Low Flow Cooling (LFC)]
[Optimized Aftercooling (OAC)]
T’Stat
Radiator
Pump
Liners & Heads
Oil Cooler
Aftercooler10%
90%1500F
T’Stat
Radiator
Pump
Liners & Heads
Oil Cooler
After-cooler
Bypass2100F
800F1350F
2000F
1920F
3700F800F1500F
2000F
1400F
4000F
1600F
1991-1993: Emission Regulation Changes
• Emission standards
NOx: 5.0 g/bhp-hr
CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.25 g/bhp-hr
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
1991-1993: Fuel Modifications
• Certification Fuel:– 0.08% - 0.12% by weight sulfur
– 27% aromatic content minimum
• Commercial Fuel:– 0.2% - 0.5% by weight sulfur
– 25% - 40% aromatic content
1991-1993: Engine Modifications• Air handling system
– Charge air (“air-to-air”) aftercooling; intake manifold temperature approximately 115°F
– Leaner air-fuel ratio; in the range of 30:1 to 35:1
• Fuel handling system– Introduction of full authority electronics on some engine models;
peak injection pressure approximately 21,000 psi
– Mechanical fuel injection on remaining models, some with two-step timing control; peak injection pressure approximately 21,000 psi
• Combustion system– Articulated pistons with higher top ring
– Oil ring taper changed
– Reduced liner bore distortion
– Valve stem seals introduced
– Reduced dead air space
– Improved lube oil control
Air Handling System Changes
Low Flow Water-To-Air Cooling[Low Flow Cooling (LFC)]
[Optimized Aftercooling (OAC)]
T’Stat
Radiator
Pump
Liners & Heads
Oil Cooler
Aftercooler
Water Filter
1250F
Charge Air-to-Air Cooling (ATA)
Oil Cooler
4200F
T’Stat
Radiator
Pump
Liners & Heads
Aftercooler10%
90%1500F
1500F
2000F
1400F
4000F
1600F
800F1500F 800F
2000F
1900F
Combustion System Changes
Standard Piston
Articulated Piston
Combustion System ChangesDead Air Space
ConventionalPiston RingPositioning
ReducedDead Air Space
(1991)
1994-1997: Emission Regulation Changes
Emission standards
NOx: 5.0 g/bhp-hr
CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.10 g/bhp-hr
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
Separate standards for urban bus engines
NOx: 5.0 g/bhp-hr
CO: 15.5 g/bhp-hr
HC: 1.3 g/bhp-hr
PM: 0.07 g/bhp-hr*
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
*PM: 0.05 g/bhp-hr in 1996
1994-1997: Engine ModificationsHeavy Heavy-Duty Diesel Engines
• Air handling system– Charge air (“air-to-air”) aftercooling; intake manifold
temperature approximately 115°F– Improved “breathing”– Greater turbocharger efficiency
• Fuel handling system– Exclusive use of electronics– Higher injection pressure– Improved injection timing schedule
• Combustion system– Reentrant piston bowl, wide rim top– Tapered liner– Improved air motion in the chamber
• Reduced engine friction
• Redesigned water pump for lower pumping losses
• Improved air compressor
1994-1997: Engine ModificationsMedium Heavy-Duty Diesel Engines
• Air handling system– Charge air (“air-to-air”) aftercooling; intake manifold temperature approximately
115°F
– Wastegated turbochargers
• Fuel handling system– Higher injection pressures, approximately 19,800 psi
– “Quick spill” end of injection
– Improved injector spray geometry
• Combustion system– Reentrant piston bowl
– Piston ring changes
– Improved valve stem seals
– Reduced dead air space
– Compression ratio tailored to ratings
• Aftertreatment system– Oxidation catalyst
Wastegated Turbocharger
1 - Actuator Bracket
2 - Actuator
3 - Linkage
4 - Wastegate Valve
1998-2003: Emission Regulation Changes
Emission StandardsSeparate standards for
certain centrally fueled fleets
NOx: 4.0 g/bhp-hr NOx + HC: 3.8 g/bhp-hrCO: 15.5 g/bhp-hr CO: 15.5 g/bhp-hrHC: 1.3 g/bhp-hr HC: 1.3 g/bhp-hr
PM PM: 0.10 g/bhp-hrHDDE: 0.10 g/bhp-hr
Urban Bus: 0.05 g/bhp-hr
Smoke A: 20% opacity Smoke A: 20% opacityB: 15% opacity B: 15% opacityC: 50% opacity C: 50% opacity
1998-2003: Engine Modifications
• Heavy heavy-duty diesel engines– Evolution of 1994 technologies in the areas of
• air handling
• fuel handling
• combustion system
– Medium heavy-duty diesel engines• Full authority electronic fuel injection systems with
injection rate control
• Centralized piston bowl and injector location
• 4 valve head for better breathing
• No aftertreatment
2004-2007: Emission Regulation Changes
• Emission StandardsNOx + NMHC: 2.5 g/bhp-hr
CO : 15.5 g/bhp-hr
PM: 0.10 g/bhp-hr0.05 g/bhp-hr for urban buses
Smoke A: 20% opacity
B: 15% opacity
C: 50% opacity
2004-2007: Potential Fuel Modifications
• Reduced sulfur content
• Higher cetane
• Lower aromatic content
2004-2007: Potential Engine Modifications
• Air handling system– Wastegated turbochargers
– Exhaust gas recirculation
– Variable geometry turbochargers
• Fuel handling system– Fuel injection systems capable of still higher injection
pressures (28,000 psi)
• Combustion system– Stiffened to allow higher cylinder pressures (2,600 psi)
Controlling Heavy-Duty Engines Exhaust Gas Recirculation
Charge Air Cooler
Exhaust Manifold
Intake Manifold
Compressor Turbine
ElectronicControlModule
CoolantTemperature
Sensor
EGRCooler
EGRValve
Throttle PositionSensor
High pressure air source
Turbocharger speed sensor Boost pressure Exhaust ManifoldPressure
Control pressure sensor
Actuator control signal
Electro-pneumatic Control valve
VG Turbine
Actuator
Nozzle ring
Compressor
Controlling Heavy-Duty EnginesVariable Geometry Turbocharging
Stationary Restrictor Plate
Moving Nozzle Ring
Electronic Control Module
Exhaust Manifold
Intake Manifold
��Reduced lube oil consumption
���Low swirl and more number of spray holes
���Charge air intercooling
��Lower boost pressure
��Exhaust Gas Recirculation (EGR)
����Turbocharging
����Combustion chamber optimization
����Output derating
�High air fuel ratio
��High intake air swirl
���High compression ratio
PMHCCONOxEngine parameter
�Needle closing (quick)
���Optimum injection duration
��No secondary injection
��Sac volume (smaller)
��� (1)High injection pressure
���Retarded injection timing
���Advanced injection timing
��� (1)High injection rate
PMHCCONOxFuel Injection Equipment parameter
Methods of Emission Control
• Fuel Modification
• In-cylinder combustion control
• Exhaust gases after treatment.
Variable Geometry Turbocharger
