The European Worlds Economise Engineering Essay Example

While there has been a strong emphasis on reducing NOx emissions from heavy goods vehicle exhausts, addressing CO2 emissions is also receiving considerable attention.

The Euro standard aims to reduce vehicle emissions by setting specific criteria for different types of vehicles. Compliance is determined through standardized engine testing at a specified trial pace. If the criteria are not met, selling the vehicle within the EU is prohibited. However, vehicles already on roads are not required to meet these updated criteria.

When implementing the criteria, consideration is given to existing technology, but specific engineering is not required to meet them. However, new vehicle models must comply with current or planned emissions criteria, although slight modifications to the lifecycle model may be allowed if pre-compliant engines are used. Common policy options for emissions criteria include regulating N oxides (NOx), sulfur oxides, particulate matter (PM) or carbon black, carbon monoxide (CO), and volatile hydrocarbons [2].

Automotive Emissions

Driving a private car likely contributes to existing pollution during one's daily routine as the combined emissions from multiple cars at a traffic signal or on a highway significantly contribute to air pollution.

Modern engines are more environmentally friendly than older ones, but they still have some pollution issues. The combustion process in internal combustion engines is responsible for producing residue and unburned substances, which contribute to emissions. These emissions primarily come from the combustion and vaporization of the fuel used to power vehicles.

The Combustion Process

Diesel and gasoline (petrol), the two most widely used fuels, consist of mixtures of hydrocarbons. Hydrocarbons are compounds that contain both hydrogen and carbon atoms.

Combustion occurs when fuel is burned, involving chemical reactions between atoms. The presence of air or oxygen

aids in the combustion process. There are two types of combustion: complete and incomplete. In an ideal scenario, if all the oxygen in the air were utilized, the hydrogen in the fuel would transform into water (H2O) and the carbon would convert to carbon dioxide.

In the atmosphere, nitrogen would remain unaffected. However, when it comes to the burning process in the world, achieving a "perfect" combustion is impossible. This results in various pollutants being emitted from automotive engines. Comparing the typical burning process to the ideal burning process reveals their differences.

Ideal Combustion

The equation for ideal combustion is FUEL (hydrocarbons) + AIR (O and N) = CARBON DIOXIDE + H2O + unaffected N. This equation shows that there are no undesired unburned atoms or gases present, but instead H2O and a certain amount of nitrogen.

The Typical Engine/Regular Combustion Process

The equation for the typical engine combustion process is: FUEL (hydrocarbons) + AIR (O and N) = FUEL + AIR UNBURNED HYDROCARBONS + NITROGEN OXIDES + CARBON MONOXIDE + CARBON DIOXIDE + H2O. It is clear that air pollution primarily arises from unwanted byproducts like unburned hydrocarbons, nitrogen oxides (NOx), carbon monoxide (CO), and carbon dioxide (CO2). These substances have harmful effects on human health, including respiratory problems and cancer. Consequently, it is essential to regulate these emissions to prevent air pollution. Emission trends have significantly changed over time, as depicted in the following charts.

The grouped route conveyance sector is a significant source of various pollutants, including NOx, NMVOC, CO, PM2.5, PM10, and specific POPs.

To reduce vehicle emissions, it is crucial to control these emissions. The automotive industry has introduced different technologies to

achieve this objective. Detoxifying the exhaust plays a vital role in emissions control systems. One approach involves injecting air into the engine's exhaust ports to provide oxygen for burning incomplete and partially burned hydrocarbons.

It was later utilized to aid the functioning of the catalytic converter, specifically in its oxidization reaction and reducing emissions from a cold start engine. This involved a system that directed a set amount of exhaust gases into the intake area during a specific operation condition. Since the gases did not combust or support combustion, they simply diluted the air/fuel mixture to decrease peak combustion chamber temperature.

In 1973, a device was introduced in vehicles primarily in the United States and Canada. This device, located in the exhaust pipe, converted hydrocarbons, carbon monoxide, and nitrogen oxides into less harmful gases. Its operation relied on an accelerator containing platinum, rhodium, and palladium. From 1988 onwards, European directives called Euro norms enforced stricter emission standards for heavy-duty vehicles weighing over 4 tons like trucks and trailers. The initial standard known as Standard 0 limited the maximum rate of nitrogen oxides to 14.4 grams per kilowatt-hour. Following that, EURO 4 norms became compulsory on October 1st, 2006 with a maximum rate of 3.5 grams per kilowatt-hour.

The EURO 5 emission norms require a rate of 2.0 g/kWh, which is much lower than the EURO 4 standards. Implementing these norms has resulted in a significant 70% reduction in fouling emissions from heavy duty vehicles compared to the EURO 0 standards. In contrast, EURO 4 standards achieved only around a 35% decrease. Meeting the EURO 4 standards involved installing various devices like particulate filters on all vehicle types, while

the current EURO 5 norm mandates the use of NOx catalytic converters.

In addition, the European Union has imposed stricter limits on pollutant emissions for light road vehicles.

The European Parliament's Regulation (EC) No 715/2007 had the objective of minimizing pollution resulting from nitrogen particulates and oxides. It established EURO 5 criteria as emission standards for motor vehicles and their replacement parts. The regulation encompassed provisions to enhance access to vehicle repair information and encourage the manufacturing of EURO 5 compliant vehicles. Its scope covered various categories and classes of vehicles.

The text discusses the inclusion of various vehicles, such as rider vehicles, new waves, and commercial vehicles used for passenger or goods transportation. This also includes emergency vehicles and ambulances fueled by gasoline, natural gas, liquefied crude oil gas (LPG), or diesel engines. All these vehicles are subject to a mass limit of 2,610 kilograms. Additionally, regulations also include vehicles weighing between 2,610 kilograms and 2,840 kilograms.

The main objective of these regulations is to reduce the environmental and health impact caused by road vehicles. This is achieved by limiting pollutant emissions like CO (carbon monoxide), non-methane hydrocarbons, total hydrocarbons, NOx (nitrogen oxides), and particulate matter. The standards cover not only tailpipe emissions but also evaporative and crankcase emissions.

Specific limits have been established for each type of vehicle and pollutant regarding their emission levels. For diesel vehicles: - Carbon monoxide should not exceed 500 mg/km. - Particulate matter should not exceed 5 mg/km (with an 80% reduction compared to EURO 4). - Nitrogen oxides (NOx) should not exceed 180 mg/km (20% decrease compared to EURO 4). - Combined emissions of hydrocarbons and nitrogen oxides should not exceed 230

mg/km.

For petrol vehicles, natural gas vehicles, and LPG-powered vehicles: - Non-methane hydrocarbons should not exceed 68 mg/km. - Total hydrocarbons should not exceed 100 mg/km.The current EURO 4 standard sets limits for nitrogen oxides (NOx) at 60 mg/km, which is 25% less than the previous version. The limit for carbon monoxide remains at 1,000 mg/km. Unlike the previous version, the current EURO 4 standard now includes a specific restriction of 5 mg/km for particulate emissions from direct-injection gasoline vehicles.

The Regulation for LCVs and new mini trucks intended for goods conveyance under EURO 4 included three classes of emission limits based on the vehicle's mass: under 1,305 kilograms, between 1,305 kilograms and 1,760 kilograms, and over 1,760 kilograms. The emission limit applicable to the last class also applied to goods conveyance vehicles in class N2. After the enforcement of EURO 5 criteria, Member States were required to prohibit the blessing, registration, sale, and introduction of vehicles that did not comply with its emission limits. A grace period of approximately 12 months was granted for goods conveyance vehicles in class N1, classes II and III, as well as class N2.

The EURO 5 emission standards were implemented on September 1, 2009 for vehicles' blessing and will be applicable from January 1, 2011 for the enrollment and sale of new vehicle types. However, the upcoming EURO 6 criterion will be introduced on September 1, 2014 for vehicle blessing and from January 1, 2015 for enrollment and sale. Both the Euro 5 emission limits for L-category vehicles and Euro 6 limits for bikes have the same values as the Euro 5 limits for rider autos (M1). The criteria for bikes,

rider trikes, and heavy on-road quadricycles were based on the World Motorcycle Test Cycle (WMTC), used as an alternate rhythm under current emission regulations. According to Emissions stock list projections, without the proposed new criteria, the proportion of hydrocarbon (HC) emissions from L-category vehicles will increase from 38% in 2007 to 62% in 2020. This increase can be attributed to increasingly stringent emission standards for rider autos, commercial vehicles, and heavy-duty vehicles.

Trucks and heavy commercial vehicles with SCR engineering were designed to meet the new emission limits in the Euro 5 phase, which took effect in 2009. Starting in October 2009, all newly registered trucks in the UK and EU were equipped with engines that comply with the exhaust limits set by the new Euro 5 legislation.

The Particulate Matter (PM) limits remained the same as Euro 4 (0.03 g/kWh), but there was a significant reduction of 43% in Nitrogen Oxide (NOx) limits, from 3.5 to 2.0 g/kWh.

MAN trucks are an example of this, as they have adopted the same NOXA limits as Euro 5, while also achieving an additional reduction of 33% in PM limits (to 0.02 g/kWh).

Besides, their engines were EEV compliant (Enhanced Environmentally-Friendly Vehicle), and the emanation criteria applied to all motor vehicles with a "technically allowable maximal loaded mass" over 3,500 kilograms. These vehicles were required to have compaction ignition engines or positive ignition natural gas (NG) or LPG engines. The table below provides the specific emanation criteria and the corresponding execution dates. The European Union established emanation regulations for new light responsibility vehicles (rider autos and light commercial vehicles) under Directive 70/220/EECA, which has been amended multiple times up until 2004.

The

Directive that was in place in 2007 was replaced by Regulation 715/2007 (Euro 5/6), which made emission criteria applicable to all vehicle categories including M1, M2, N1A, and N2A as long as they did not exceed a mass of 2610 kilograms (Euro 5/6). The EU introduced different emission limits for diesel and gasoline, NG, LPG, and ethyl alcohol vehicles. Rudolf Diesel had stricter criteria for CO but had higher limits for NOx. Gasoline, NG, LPG, and ethyl alcohol vehicles were exempt from PM criteria until the Euro 4 phase. Euro 5/6 regulations introduced PM mass emission criteria for gasoline, NG, LPG, and ethyl alcohol vehicles with Direct Injection engines, which were equal to those for diesel vehicles.

The automotive industry as a whole has made extensive preparations to meet the emission standards set by EURO 5 regulations. They have implemented major modifications to their engines, vehicle aerodynamics, and other vehicle aspects in order to adhere to the new criteria. Numerous car manufacturers are placing significant emphasis on electrification as a solution for lowering emissions. Christian Maloney from German consulting firm McKinsey & Co argues that charging vehicles is essential for reaching the target of 98 grams of CO2 per kilometer by 2020.

Another way to decrease emissions is by incorporating Hybrid Vehicles like the Honda Civic Hybrid and the Toyota Prius. These vehicles possess both a conventional Internal combustion engine and an electric motor, resulting in significant emission reductions. Furthermore, alternative fuels, also referred to as non-conventional or advanced fuels, are being evaluated for widespread production to decrease reliance on traditional fuels and further mitigate emissions.

Alternative fuels are a group of materials that can be used as

fuels, differentiating them from traditional fuels such as petroleum, coal, propane, and natural gas. Furthermore, alternative fuels include substances like U and bio intoxicants (methyl alcohol, ethyl alcohol, and butyl alcohol), chemically stored electricity (batteries and fuel cells), AH, non-fossil methane, non-fossil natural gas, vegetable oil, and other biomass sources. The technologies of Exhaust Gas Recirculation (EGR) and Selective Catalytic Reduction (SCR) have also played a significant role in reducing emissions.

There are several engineering strategies that have contributed to decreasing emissions levels, including Thermal Management Strategies, Sensor Technologies, Particulate Filters, Engine/Fuel Management, Enhanced Combustion Technologies, and Crankcase Emission Control Technologies. The challenges of reducing emissions require the use of more complex fuel injection systems and other alternative powertrain techniques. It is important for fuel to provide adequate lubrication protection to ensure that existing and future Fuel Injection Equipment (FIE) systems function as intended. Therefore, it is essential for any successful engine to meet the stringent requirements of future EURO 5 engines and beyond, while also maintaining the performance of vehicles already in the market.

This study examines the current automotive standards, specifically EURO 5, and the advancements that have been made to meet these criteria. Additionally, it provides a brief overview of the upcoming EURO 6 emission standards. The data demonstrates the need for proactive measures to address the requirements of past, present, and future vehicles. It is also crucial to carefully consider all known accidents and incidents. According to David Di Girolamo, head of JATO Consult, the significant reduction in average CO2 emissions can be attributed to changes in consumer purchasing habits, such as opting for smaller and more fuel-efficient cars due to incentives and

economic uncertainties. These changes have been prompted by the current standards and have had an impact on overall emissions. [13]