1. 1 National Workshop on ‘ Auto Fuel Policy – Way forward ’ November 20, 2006 New Delhi Automotive Technologies for BS-III and BS-IV R R Akarte Former Chairman, SIAM Technical Committee on Emission & Consultant Advisor, Tata Motors Ltd. SIAM

2. 2 Contents: Emission Regulations and Auto Fuel Policy Technology progression BS III and BS IV technology requirements Challenges and issues, Next steps SIAM

3. 3 IDLE EMISSION FAS (DIESEL) CMVR 91 (PETROL) CMVR 92 (DIESEL) CMVR 96 (DIESEL) EVA & CC EMI (PETROL) BS-I (ENTIRE COUNTRY) BS-II (NCR) BS-III (11 CITIES) BS-III (ENTIRE COUNTRY)?? BS-I (NCR) History Of Emission Regulations in India (Lead Introductions) BS-IV (SELECT CITIES) CNG Buses Delhi 19891992199519982001200420072010 Cabinet accepts Auto fuel policy 09, 2003 Court Intervention Formation of Committee Report by Committee BS-IV Review SIAM

4. 4 Auto Fuel Policy (A Recap) Expert Committee Constituted by Government of India, headed by Dr R A Mashelkar, (Director General, CSIR) Provides guideline road-map for new vehicles, with review to be done in year 2006 Took an holistic view: Automobile Technologies Corresponding Fuel Quality Impact on Environment Social Cost Security of Fuel supply Emissions from in-use vehicles Guiding principles in respect of taxation of fuels: To the extent auto fuels meet the recommended emissions norms, the choice of fuel should not be distorted by way of taxes. Maintenance of relative prices with appropriate consideration to energy content should be a desirable goal of taxation policy. Recommendation by committee Quote: As elsewhere in the world, the Government should decide only the vehicular emission standards and the corresponding fuel specifications without specifying vehicle technology and the type of fuel. :Unquote Report was approved by the Cabinet in October 2003 SIAM

5. 5 21.6 7.9 3.83 1.78 1.25 0.825 1991 1996 2000 BS-II 2005 BS-III 2010 ? BS-IV 2015 ?1999 BS-I 16.3 11.68 3.69 2.7 2.65 1.18 1991 1996 2000 BS-II 2005 BS-III 2010 ? BS-IV 2015 ?1999 BS-I 26 fold reduction (96.2%) 14 fold reduction (92.8%) Diesel Passenger Car Petrol Passenger Car Change in Tailpipe Emissions 8 fold reduction (88%) 2 & 3 Wheelers Commercial Vehicles 29.0 13.96 12.25 7.86 3.98 2010 ? 2005 2000 19911996 BS-IV BS-III BS-I 2001 7 fold reduction (86.3%) Regulated Pollutants (g/kWhr) Need to assess an impact on environment SIAM

6. 6 The Law of Diminishing Returns The closer we get to the goal of zero emissions of a pollutant, the more costly it becomes to eliminate each unit. Continued progress, however, requires using methods that are more and more expensive, and remove smaller and smaller amounts of pollutants. At some point, the costs outweigh the benefits. Source: ECO-SANITY, A Common Sense Guide to Environmentalism, Joseph L Bast et al SIAM

7. 7 Turbo system Natural aspiration Turbocharge r (Optional waste-gate & Intercooler) Turbocharge r With intercooler Variable Geometry Turbocharger Injection Pressure s 300 / 600 bar (IDI / DI Engines) 800-1000 bar Mech injection With DPF / SCR Technology Movement - Diesel Cylinder head/ports 2 valve/cylinder, inclined injector location 4valves/cylinder, centralised injection BS-III BS-IV 1000- 1200 bar (Electronic injection control) 1600- 1800 bar (CR, UI) >2000 bar After treatment System Simple exhaust With EGR &/or catalytic converter SIAM

8. 8 Typical Common Rail System with Sensors and ECU SIAM

9. 9 Significance of Common Rail Injection pressures are going up from 1000 to 1800 bar and beyond Common rail system is sensitive to fuel quality parameters such as sediments, water content, particulate matter content, lubricity, any other market abuse System Servicing needs to be done by authorised and trained staff SIAM

10. 10 Sr. No. ParametersSCREGR 1Components * Urea tank * Delivery Module * Dosing Module * Injection Nozzle * ECU * EGR Valve * EGR Cooler * EGR Control 2 NOx reducing potential YesAdequate 3 Particulate after treatment Not required for Euro-IVRequired (POC / DPF) 4Fuel economy impact 1- 3% benefit over EGR (urea consumption included) -- 5 Infrastructure requirements for urea YesNo 6Development TimeHighLow 7System ComplexityHighModerate SCR and EGR options for NOx control SIAM

11. 11 Selective Catalytic Reduction SCR catalyst Pump Air T_in Urea Tank Urea-SCR ECU Urea injection Engine ECU CAN link NOx T_out Exhaust gas CO, HC, PM, NO x DOC SCR CO 2, H 2 O, PM, NO/NO 2 CO 2, H 2 O, PM, N 2 Urea injection DOC 2NO + O 2  2NO 2 4HC + 3O 2  2CO 2 + 2H 2 O 2CO + O 2  2CO 2 C + O 2  2CO 2 SCR 4NH 3 + 4NO + O 2  4N 2 + 6H 2 O 8NH 3 + 6NO 2  7N 2 + 12H 2 O Relies on UREA for emissions reduction - Infra structure required SIAM

12. 12 Significance of SCR Technology for Heavy Duty Application Improved fuel economy Necessary for Heavy Duty trucks particularly viewed against infrastructure development In Europe, most of OEMs are with SCR at Euro-IV, notably being Daimler Chrysler, Iveco, Volvo, DAF etc. Inevitable for Heavy Duty Euro-V and beyond SIAM

13. 13 Particulate Filters Particulate burning through a secondary injection Fuel availability of less than 50 ppm sulphur content must High ash content in oil is deterrent for satisfactory operation of DPF Generally used on light duty diesel and passenger cars SIAM

14. 14 Fuel system Carburetor with open loop system MPFI with EMS and close loop MPFI with multi-valve 4 v/cyl, VVT Exhaust system EGR/3- way cat- con Mapped EGR/Advanced EGR tolerant processes Close coupled catalyst Catalyst with early light-off technology Technology movement - Gasoline Direct injection BS-IV SIAM

15. Gasoline Engines – BS IV Compliance Challenges Exhaust Emissions – After Treatment & EMS Technology Objective: To minimise engine warm up and catalyst light-off duration to reduce cold emissions. Close coupled catalyst with faster light- off components comprising of optimized precious metal loading, wash coat and thin wall substrate. Thermally stable & durable catalyst substrate and wash coat technology. EMS control strategy to enable rapid catalyst light- off, optimized open loop – after start fuelling (trade off between CO/HC emissions, driveability and catalyst light-off duration). Faster response oxygen sensors to enable quicker closed loop AFR control. SIAM

16. 16 Technology movement – CNG (3 & 4 Wheelers) Engine Turbocharged, intercooled Stochiometric combustion, Naturally aspirated, 3 way catalyst, mechanical/electronic distribution systems BS-IV Low weight gas cylinders need to be developed SIAM

17. 17 Fuel PropertiesBS-IIIBS-IVRemarks Cetane Number – Diesel51 Higher Cetane number is desired (~53) to improve cranking time, cold startability, exhaust emissions and combustion noise Max Sulphur content, ppm - Diesel 35050 Reduction in sulphur must for PM reduction and for after-treatment system. Europe is promoting 10 ppm. Adulteration adversely impacts durability of emission control system. Lubricity, max, microns460 Must for FIE durability. Adulteration adversly impacts this requirement. What fuel parameters need to be addressed for BS-III and BS-IV norms? SIAM

18. 18 Challenges & Issues, Next Steps  Technology development  Investment & Installation of manufacturing Plant and machinery  Supply chain management  Duality of norms  Clean fuel at outlets  Infrastructure of Urea  Inspection & Maintenance Programme - Cost SIAM

19. 19 Thank You Society of Indian Automobile Manufacturers Core-4B, 5th Floor, India Habitat Centre Lodi Road, New Delhi - 110 003 Tel.: 011- 24647810/11/12 Fax: 011- 24648222 E mail siam@siam.insiam@siam.in Website : www.siamindia.comwww.siamindia.com