Unit 3 I.

C Engine Testing and Pollution Control 16 marks

Introduction Internal Combustion (I.C.) engines are widely used in transportation,

agriculture, and industrial applications. With the increasing use of I.C. engines, there is a
significant impact on the environment due to the emission of pollutants.
Hence, I.C. engine testing and pollution control have become critical areas of focus to
ensure performance efficiency and environmental compliance.

Purpose of I. C. Engine Testing

The purpose of Internal Combustion (I.C.) engine testing is to evaluate and analyze the
performance, efficiency, and behaviour of an engine under various conditions. This helps
in design improvement, quality control, compliance with standards, and understanding
operational characteristics. Refer the following list where the I.C. Engine Testing is
carried out.
a) Performance Evaluation – Determines B. P., I. P., thermal efficiency, and fuel
consumption.
b) Fuel Efficiency – Measures how effectively fuel is converted to useful work.
c) Emission Analysis – Monitors CO, NOx, HC, CO2, and PM for regulatory compliance.
d) Durability Testing – Tests engine under varied conditions to assess wear and failure.
e) Calibration – Optimizes ignition timing and air-fuel ratio for best performance.
f) Heat Balance – Analyzes energy usage and losses (cooling, exhaust, and friction).
g) Model Validation – Compares experimental data with theoretical predictions.
h) R&D – Tests new engine designs, tech, and alternative fuels.
i) Compliance – Verifies engines meet legal and safety standards.
j) Benchmarking – Compares performance with previous or competitor engines.

I.C. Engine Testing Norms

I.C. Engine Testing Norms are standardized procedures to evaluate engine performance,
efficiency, emissions, and durability. These norms ensure compliance with national or
international standards like Bharat Stage (BS) and EURO norms. Testing includes:
Performance tests (e.g., brake power, fuel consumption)
Emission tests (CO, HC, NOx, PM)
Durability and cold start tests

Standards are defined by ISO, SAE, and BIS. Tests use dynamometers, sensors, and
analyzers, and follow protocols like Real Driving Emissions (RDE) and On-Board
Diagnostics (OBD). Modern testing also checks for long-term reliability, vibration, and
noise, ensuring engines meet both environmental and mechanical standards under real-
world conditions

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
1. Thermodynamic test
These test carried out for the purpose of comparing actual results with
theoretical (ideal performance)
a. Indicated mean effective pressure
b. Indicated power
c. Brake Power
d. Mechanical Losses (Motoring test)
e. Mechanical efficiency
f. Fuel consumption
g. Thermal efficiency
h. Heat balance sheet
2. PUC Test
This test is performed to know the percentage of carbon monoxide (CO),
hydrocarbon (HC) & smoke density in exhaust gases

Measurement of Performance parameters

Efficiency of a Cycle
It may be defined as the ratio of (output to input) work done to the heat
supplied during a cycle. Mathematically, efficiency of a cycle,
𝑤𝑜𝑟𝑘 𝑊
 = = ………… 𝑊 = 𝑄𝑆 − 𝑄𝑅
ℎ𝑒𝑎𝑡 𝑠𝑢𝑝𝑝𝑙𝑖𝑒𝑑 𝑄𝑆

𝑄𝑆 −𝑄𝑅
=
𝑄𝑆

Indicated Power (IP)

The power developed inside the engine cylinder is called Indicated power.
𝑃𝑚𝐿. 𝐴. 𝑛
𝐼𝑃 =
60
Pm=mean effective pressure in N/m2
L=stroke length in m
A=area in m2
n= number of working strokes per min
n=N -----------------for two stroke engine
n=N/2-------------for four stroke engine
For multi cylinder engine
𝑃𝑚. 𝐿. 𝐴. 𝑛. 𝑘
𝐼𝑃 =
60
Where k=number of cylinders

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks

Brake Power:- It is the power available at engine crank shaft for doing useful work. It is
also known as engine output power. It is measured by dynamometer.
Brake power is measured by means of brake mechanism (prony brake or rope brake)
ln case of prony brake system:
2𝜋. 𝑁𝑇
𝐵. 𝑃. =
60
T= torque = w.l
W=brake load in N,
l= length of arms in m,

N= engine speed in rpm,

Unit
𝑁𝑚 −
𝐵𝑃 = ---------------N.m = joule
− − 60

𝐽
60
𝐽
=
𝑠
=𝑤
=𝑤𝑎𝑡𝑡𝑠

In case of rope brake:

𝑁𝑚 −
Unit 𝐵𝑃 = ---------------N.m = joule
− − 60

𝐽
= 60
𝐽
=
𝑠
=𝑤
=𝑤𝑎𝑡𝑡𝑠

Frictional Power (F.P) : The power which is loss in the friction, is known as frictional
power
FP = IP - BP
IP= indicated power in watts
BP= brake power in watts
Unit of FP is watts

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks

Efficiencies of I.C. Engine

1. Mechanical efficiency: It is the ratio of brake power (B.P.) to the indicated power
(I.P.)

= No unit
It may be observed that the mechanical efficiency is always less than 100%
because some power is lost in the engine friction. In other words, the indicated
power is always greater than brake power.

2. Overall efficiency = Brake thermal efficiency

Overall efficiency: It is the ratio of BP available at the crankshaft to the energy
supplied by the fuel during the same time.
BP in KW
Energy supplied by the fuel = 𝑚𝑓 . 𝑐
mf = Mass of fuel consumed in kg per sec
C = Calorific value of fuel in kJ/kg of fuel
𝐵𝑃
𝜂𝑜 =
𝑚𝑓 . 𝑐
𝑘𝑤 − 𝑘𝐽
Unit: 𝜂𝑜 = 𝑘𝑔 − 𝜂𝑜 = 𝑠𝑒𝑐 = unit less
− 𝑠𝑒𝑐 𝑘𝑔
𝑠𝑒𝑐 𝑘𝐽 𝑘𝑔
𝑘𝑔 𝑘𝐽

Brake thermal efficiency: the brake thermal efficiency is defined as the ratio of the
brake power to the heat supply rate
𝐵𝑃
𝜂𝐵𝑡ℎ =
𝑚𝑓 . 𝑐
3. Indicated thermal efficiency: the indicated thermal efficiency is defined as the
ratio of the indicated power to the heat supply rate
𝐼𝑃
𝜂𝑖𝑡ℎ = IP in kw, mf = Mass of fuel consumed in kg per sec
𝑚𝑓 .𝑐
C = Calorific value of fuel in kJ/kg of fuel

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
4. Brake specific fuel consumption BSFC:
It is defined as the ratio of the mass of fuel consumed to BP
𝑚𝑓
𝐵𝑆𝐹𝐶 =
𝐵𝑃
BP in kw
mf = Mass of fuel consumed in kg per hour
𝑘𝑔 −
Unit: 𝐵𝑆𝐹𝐶 =
ℎ𝑟 𝑘𝑤
𝑘𝑔
𝐵𝑆𝐹𝐶 =
𝑘𝑤.ℎ𝑟
5. Indicated specific fuel consumption ISFC:
It is defined as the ratio of the mass of fuel consumed to IP
𝑚𝑓
𝐼𝑆𝐹𝐶 =
𝐼𝑃
IP in kw
mf = Mass of fuel consumed in kg per hour
𝑘𝑔 −
Unit: 𝐼𝑆𝐹𝐶 =
ℎ𝑟 𝑘𝑤
𝑘𝑔
𝐼𝑆𝐹𝐶 =
𝑘𝑤.ℎ𝑟
6. Air standard efficiency:

7. Relative efficiency: It is also known as efficiency ratio.

The relative efficiency of an IC engine is the ratio of indicated thermal efficiency to
the air standard efficiency. Mathematically,

8. Volumetric efficiency: It is the ratio of actual volume of charge admitted during

the suction stroke at N.T.P. to the swept volume

N.T.P condition means normal temperature and pressure, i.e. temperature T of 00C or
273 K and pressure 1 .013 bar or 1.013 x 105 N/m2.

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
Standard Thermodynamic Properties of Air (at room temperature ~25°C)
Property Symbol Value
Specific Heat at Constant Pressure 𝐶𝑝 1.005 kJ/kg·K
Specific Heat at Constant Volume 𝐶𝑣 0.718 kJ/kg·K
Gas Constant for Air 𝐶𝑝−𝐶𝑣=𝑅 287 J/kg·K
Ratio of Specific Heats 𝛾=𝐶𝑝/𝐶𝑣 1.4
Density of Air (at NTP) ρ 1.225 kg/m³

Morse Test
The Morse test is conduct to find the indicated power of each cylinder in a
multi cylinder I.C. engine. Consider a four cylinder engine. The test is carried out as
follows,

Step–I when all the cylinders are in working

1. measured the brake power of the engine by means of a brake dynamometer i.e.
apply load on crank shaft and calculate brake power which is total brake power
(BP) when all the cylinders are in working
2. Measured engine speed (N) in rpm
3. This engine speed is known as original speed

Step–II Now one of the cylinder (say cylinder I) is cutoff

This is done by electric supply cut off between the spark plug & battery in case of
petrol engines and cut-off individual fuel supply of fuel injector in case of diesel engines.
1. Due to cylinder no 1 is cut off it does not developed any power, so the total power
developed by the engine is decrease
2. Due to power decrease, speed of the engine also decreases
3. In order to bring the engine speed back to the original speed N (engine speed in
Step I), the applied load on the engine is reduced by reducing dynamometer load
4. The brake power is now measured in this new condition is BP1
Which is the brake power developed by three cylinders

Step–III In the similar way, each cylinder is cut-off one by one and the brake power of
the remaining three cylinders is determined by maintaining original engine speed is BP2,
BP3, BP4

Let I1,I2,I3,I4 = Indicated power of each individual cylinder

F1,F2,F3,F4 =Frictional power of each individual cylinder

BP= Total brake power=BP1+BP2+BP3+BP4

IP=Total indicted power = I1+I2+I3+I4
FP= Total frictional power= F1+F2+F3+F4

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks

IP = BP + FP
BP = IP - FP
We know that total brake power of the engine when all the cylinders are working is given
by BP = Total indicated power - Total frictional power
= (I1+I2+I3+I4) – (F1+F2+F3+F4) ------------------------------(I)
When the cylinder No.1 is cut-off, then I1 = 0, but the frictional losses in the cylinder
remain the same.
Brake power of the remaining three cylinders is BP1
BP1= (0+I2+I3+I4) – (F1+F2+F3+F4) ------------------------------(II)
Subtracting equation (II) from equation (I),
BP - BP1 = I1
Indicated power of the first cylinder I1 = BP - BP1

Similarly, indicated power of the second cylinder

I2 = BP - BP2
Indicated power of the third cylinder
I3 = BP - BP3
Indicated power of the fourth cylinder
I4 = BP - BP4
And total indicated power of the engine
I= I1+I2+I3+I4

Heat Balance Sheet:

Heat balance sheet is tabulated form of supplied heat and Expenditure heat
during a certain time (say one minute) by an I.C. engine
Heat Input Heat output
Sr. Sr.
KJ/ KJ/
No Supplied % No Expenditure %
min min
(100/2
1 Heat utilized to produce Brake Power QBP 100 00)
X100
(50/20
2 Heat rejected to the Engine cooling water Qw 50 0)
supplied X100
1
heat Qs (60/20
3 Heat carried away by Engine exhaust gases Qg 60 0)
X100
(40/20
4 Unaccounted heat Loss Qu 40 0)
X100
Total 250 100 Total 200 100

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
1. Heat supplied by the fuel (Qs)
mf = Mass of fuel supplied in kg/min, and
C = Lower calorific value of the fuel in kJ/kg.
Heat in fuel supplied = mf X C kJ/m --------------------------------------------(i)

Note: In case of a gas engine, the volume of the gas supplied is first converted to N.T.P.
conditions. It is then multiplied by its lower calorific value to get the heat supplied by the
fuel.
Vo = Volume of gas supplied in m3/min at N.T.P. and
C = Lower calorific value of the fuel in kJ/kg. at N.T.P.
Heat in fuel supplied = Vo X C kJ/m

2. Heat rejected to the cooling water (Qw)

The mass of cooling water, circulating through the cylinder jackets, for engine
cooling. Its inlet and outlet temperatures are measured in order to determine the heat
rejected to the cooling water
mW = Mass of cooling water supplied in kg/min
CW = Specific heat of water which may be taken as 4.187 kJ/kg K
t1 = Inlet temperature K
t2 = Out let temperature K
Then heat rejected to cooling water = mW CW (t2 -t1) -------------------(iii)
3. Heat carried away by exhaust gases (Qg)
mg = Mass of exhaust gases produced in kg/min,
Cg = Specific heart of exhaust gases, and
t1 = Inlet temperature, and
t2 = Out let temperature
Heat carried away by exhaust gases = mg Cg (t1 –t2) kJ/min ---------------------(iv)
4. Unaccounted heat (Qu)
There is always some loss of heat due to friction, leakage, radiation etc. which
cannot be determined experimentally. In order to complete the heat balance sheet, this
loss is obtained by the difference of heat supplied by the fuel and heat expenditure in
BP, cooling water and exhaust gases.
Qu=Qs-(QBP+QW+Qg) kJ/min ---------------------(v)
Air fuel ratio
Air–fuel ratio (A/F) is the mass ratio of air to fuel present in a combustion process
According to the percentage of air & fuel, A/F mixture is classified as
1. Correct (stoichiometric) mixture
2. Rich mixture
3. Lean mixture

Correct (stoichiometric) mixture-

This mixture has sufficient air for complete combustion of fuel. The mass of air required
for complete combustion of 1 kg fuel is calculate from chemical equation.
Chemically correct A/F ratio approximately take as 14.7:1
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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
Rich mixture-
A fuel-airmixture in whichfuel is
proportionallymorethanthechemicallycorrect(stoichiometric)mixture (for eg 13:1)

Lean mixture –
A fuel-airmixture in whichair is
proportionallymorethanthechemicallycorrect(stoichiometric)mixture (for eg 15:1)

Petrol engine can operate on A/F ratio in the range 10:1 to 20:1
Diesel engine can operate on A/F ratio in the range 15:1 to 22:1

Pollution control:
The exhaust gases of an engine may contain one or more of following:
(a) Carbon di-oxide
(b) Water vapour
(c) Oxides of nitrogen
(d) Unburnt Hydrocarbons
(e) Carbon monoxide
(f) Aldehydes
(g) Smoke
(h) Particulates

Why pollution take place

1. Incomplete combustion of fuel
2. Fuel vapour absorb by carbon particles during power stroke
3. Quenching of fuel flame (hot flame come in contact of cold part)
4. Improper combustion chamber design produces turbulences flow & incomplete
combustion take place
5. Carbon deposited in cylinder & oil film absorb fuel during suction
6. Less oxygen available to react with fuel (rich mixture)

Pollutants in exhaust gas of petrol & diesel engine:

Hydrocarbons: Hydrocarbons are formed by incomplete combustion of fuel.

In SI engine
• Quantity of unburnt hydrocarbon depends upon turbulence and combustion
chamber design.

In CI engine
• As the air-fuel mixture is heterogeneous, it causes rich mixture. The rich mixture
does not find oxygen to react and causes incomplete combustion.
• So unburnt Carbon particles in the exhaust gases causes of black smoke

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
Carbon Monoxide (CO):
• Carbon monoxide is formed as a result of cold flame reaction and rich fuel ratio in
combustion chamber with less oxygen
• In other words, it is a product of incomplete combustion due to insufficient
amount of air in the air-fuel mixture or insufficient time in cycle for completion of
combustion
Nitrogen Oxide (NOx):
• This is combination of nitric oxide (NO) and nitrogen dioxide (NO2)
• Nitrogen and oxygen react at high temperature, resulting into formation of NO2
• When proper amount of oxygen is available and higher combustion temperature is
reached, more amount of NOx is formed in the atmosphere.
• The combination of NOx and HC in presence of sunlight at certain atmospheric
conditions produce petrochemical smog
Sulphur dioxide (SO2):
• It is formed due to oxidation of sulphur during combustion process.
• It depends upon the amount of sulphur content in the fuel.
Carbon di-oxide (CO2):
• It is formed due to incomplete combustion of fuel in the engine.
Particulates:
• Sulphate – sulphur in petrol react with water vapour forms sulphate
• Lead- leaded fuel contains lead, so in exhaust gases of such fuel lead is present
Scoot:
• Due to incomplete combustion scoot create

Effects of pollutants on human being and environment

Effects of pollutants on Human being
1. Soot:
• Soot contains solid particles of carbon up to 99% of pure carbon.
• Soot mixed in atmospheric air
• Due to such air breathing by human beings and animals, it effects on lungs.
• It causes cancer diseases
2. CO:
• This is formed, when the fuel burns with insufficient amount of oxygen.
• Carbon monoxide is colourless, odourless and tasteless.
• It causes head-ache, breathing problem. It also causes heart diseases.
• CO combine with haemoglobin in the blood and reduces its oxygen carrying
capacity, blood poison
3. HC:
• The content of hydrocarbon in the exhaust gas react with sun light & forms
petrochemical smog
• They may reduce the visibility, which leads to eye irritation.
• It produces odour
• Hydrocarbon can cause throat and lung irritation.
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 Unit 3 I.C Engine Testing and Pollution Control 16 marks

4. NOx
• These are formed within the combustion chamber due to oxygen and nitrogen
combination at peak combustion temperature
• It is a poisonous gas with odour, which create lung issue
• NOx irritates the eyes, nose and throat. It causes coughing, headache etc
• It damages the food, vegetable and also affects the animal life
5. SO2 :
• It is formed due to oxidation of sulphur during combustion process
• It is toxic and corrosive
• It reacts with water and forms sulphuric acid, which is harmful to plant and
animals
• Its presence in atmosphere causes respiratory diseases, eye irritation and throat
infections
6. CO2:
• It is released in the atmosphere in the form of smoke
• It leads to respiratory problems, suffocation and eye irritation
• It also damages the food, vegetation and plant life
• Increased percentage of CO2 in the atmosphere is leading to global warming

7. Particulates (Dust, smoke-(carbon particle, ash, oil) , lead)

• It causes to respiratory problems
• It effect on lever, kidney

Effect on environment
Acid rain:
• Oxides of sulphur and the nitrogen present in the air react with moisture form
acids.
• They fall in rainy season in the form of acid rain and acid snow.
• It affects the life of plants, fishes in lakes and rivers.

Greenhouse effect & Global warming

• The pollutants like CO, CO2 and oxides of nitrogen produced by burning of fuel
• It create layer of CO, CO2 and NOx gases which acts like a glass
• the solar rays enter through this layer in atmosphere, but does not get reflected
back through the layer and converts into heat in the atmosphere & increase
temperature is known as global warming
• These waves effect on plants

Ozone layer depletion:

• Around the earth Ozone gas layer is present up to 50 km from the earth's surface
• This ozone layer absorbing ultraviolet rays coming from sun and allows pass only
the heat rays and light to earth's surface.

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
• It protects the human beings against harmful effects like cancer
• Some of the gases such as fluorine and chlorine in refrigerants and pollutants from
vehicles react with ozone & destroy ozone layer.

Polluting Emissions in S.I. & C. I. Engines and their effects

Spark Ignition (SI) engines, which are commonly found in gasoline-powered vehicles, rely
on a spark to ignite the air-fuel mixture in the combustion chamber. Although these
engines are widely used due to their performance and fuel efficiency, they also
contribute to significant pollution through the emission of harmful gases. The most
notable pollutants include Carbon Monoxide (CO), Unburned Hydrocarbons (UBHC), and
Nitrogen Oxides (NOₓ). The effect of the same is discussed below.
A. Carbon Monoxide (CO)

i) Nature: A colorless, odorless gas that is a product of incomplete combustion of fuel. It

is primarily emitted when there is insufficient oxygen in the combustion chamber to burn
all of the carbon present in the fuel.

ii) Source: It originates from the combustion process, especially during acceleration or
when the engine operates in a rich fuel mixture (excess fuel).

iii) Environmental and Health Impact:

Air Quality: CO is harmful to humans and animals, as it reduces the oxygen-carrying

capacity of blood, causing health issues like dizziness, headaches, and even death in
severe cases.

Greenhouse Gas: Though not a major greenhouse gas, CO does contribute indirectly by
reacting with other compounds in the atmosphere to produce carbon dioxide (CO2).

B. Unburned Hydrocarbons (UBHC)

i) Nature: Hydrocarbons are organic compounds composed of carbon and hydrogen.

Unburned hydrocarbons are those that do not completely combust during the engine’s
operation.

ii) Source: These emissions are typically released when fuel vapor escapes through the
engine, particularly in situations of poor engine tuning or during cold starts when
combustion efficiency is low.

iii) Environmental and Health Impact:

o Air Pollution: UBHC contributes to the formation of ground-level ozone (smog), which
has adverse effects on respiratory health, causing irritation in the eyes, throat, and lungs.

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
o Toxicity: Some unburned hydrocarbons, such as benzene, toluene, and oxylene, are
toxic and carcinogenic.

C. Nitrogen Oxides (NOₓ)

i) Nature: This group of gases, including Nitric Oxide (NO) and Nitrogen Dioxide (NOx), is
formed when nitrogen in the air reacts with oxygen at high temperatures inside the
combustion chamber.

ii) Source: The high temperature and pressure inside the engine lead to the formation of
NOₓ, especially during full load or high-speed operation.

iii) Environmental and Health Impact:

o Air Quality: NOₓ contributes significantly to the formation of ground-level ozone

(smog), a major component of urban air pollution. Prolonged exposure can aggravate
respiratory diseases like asthma and bronchitis.

o Acid Rain: NOₓ reacts with water vapor in the atmosphere to form nitric acid,
contributing to acid rain, which harms soil quality, aquatic ecosystems, and vegetation.

D. Particulate Matter (PM)

i) Nature: Fine particles that are produced as a byproduct of incomplete combustion.

While more common in Diesel engines, some SI engines can also produce small amounts
of particulate matter, especially in older or poorly maintained engines.

ii) Source: Combustion of fuel with a high carbon content or inefficient combustion.

iii) Environmental and Health Impact:

o Health: Particulate matter can penetrate deep into the lungs and bloodstream, causing
serious cardiovascular and respiratory diseases.

o Visibility: PM contributes to smog, reducing visibility and affecting the aesthetics of

urban environments.

To reduce the harmful emissions from C.I. engines, several strategies and technologies
have been implemented:

Low-Sulfur Diesel: Using low-sulfur diesel reduces SO₂ emissions and helps in the
production of cleaner exhaust.

Diesel Particulate Filters (DPF): DPFs trap and remove particulate matter from exhaust
gases, significantly reducing the emission of soot and fine particles.

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
Selective Catalytic Reduction (SCR): This system uses a catalyst and a urea-based
Solution:- (often called AdBlue) to reduce NOₓ emissions in diesel engines.

EGR (Exhaust Gas Recirculation): EGR systems reduce the amount of NOₓ produced by
recirculating a portion of the exhaust gases back into the engine's combustion chamber.

Engine Improvements: Advancements in direct fuel injection and turbocharging have

made modern diesel engines more efficient and cleaner.

Controlling methods:
Internal combustion (IC) engines emit various pollutants such as carbon monoxide(CO),
hydrocarbons (HC), nitrogen oxides (NOₓ), and particulate matter (PM) due to
incomplete combustion and high-temperature reactions. To reduce these harmful
emissions and comply with environmental regulations various emission control methods
are employed.
Catalytic converters:-A catalytic converter is a critical component in modern internal
combustion engines (ICEs), specifically designed to reduce harmful emissions and
improve air quality. It’s used in both gasoline and diesel engines, although the
technology and design may differ slightly depending on the application.

Purpose of a Catalytic Converter

The main purpose of a catalytic converter is to convert harmful exhaust gases into less
harmful emissions before they are released into the atmosphere. It does so by facilitating
chemical reactions that neutralize pollutants such as carbon monoxide (CO), unburned
hydrocarbons (HC), and nitrogen oxides (NOₓ).
Working of Catalytic Converter

The sectional view shows (Fig. 3.5) the outer and internal structure of a catalytic
converter. Key components include:

Converter Shell: The outer metal casing that provides mechanical strength and protects
internal components.

Outer Wrap: Insulating material that wraps around the internal sections to retain heat.

Insulation: Thermal insulation keeps the heat inside, ensuring that catalytic reactions
occur at optimal temperatures.

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks

Retainer: Holds the catalyst structure in place.

Fill Plug: Used to fill the converter with catalytic material (in packed bed type).

Catalyst: The active material (usually a combination of platinum, palladium, and

rhodium) that facilitates chemical reactions to convert harmful gases.

Exhaust Gas Recirculation (EGR):-Exhaust Gas Recirculation (EGR) is an emission control

technique used primarily to reduce nitrogen oxide (NOₓ)emissions in diesel and gasoline
engines. It works by recirculating a portion of the exhaust gases back into the engine's
intake system. EGR is an effective method to control NOₓ emissions by lowering the
combustion temperature. While it slightly compromises performance and may cause
maintenance issues, it is essential for meeting modern emission regulations and is used
widely in both diesel and gasoline engines.

a) Working Principle:- A part of the exhaust gas, instead of being expelled out, is
redirected back to the intake manifold. These gases are inert and do not particle. P.at e
in combustion. When mixed with the air-fuel mixture, they absorb heat during
combustion, which lowers the peak combustion temperature. Lower temperatures
reduce the formation of NOₓ, which mainly forms at high temperatures (above ~1300°C).

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 Unit 3 I.C Engine Testing and Pollution Control 16 marks
b) Main Components of an EGR System

1. EGR Valve:

Controls the amount of exhaust gas recirculated.

Can be mechanical (vacuum-operated) or electronic (solenoid-controlled).

2. EGR Cooler:

Cools the exhaust gases before they are recirculated.

More common in diesel engines for improved NOₓ reduction.

3. Control Unit (ECU):

Regulates the EGR valve based on engine speed, load, and temperature.

4. Pipes & Channels:

Connect exhaust manifold to intake manifold.

Standard Pollution Norms like EURO IV& VI, BS-VI

i) EURO IV Norms

The European Union introduced EURO IV norms in 2005 to significantly reduce vehicular
emissions and improve air quality. These norms tightened limits on nitrogen oxides
(NOx), carbon monoxide (CO), hydrocarbons (HC), and particulate matter (PM),
especially targeting diesel vehicles, which were major contributors to urban pollution.
The primary goal was to address health issues such as respiratory diseases and
environmental problems like smog and acid rain. Compared to EURO III, EURO IV
mandated substantial reductions in NOx and PM emissions, pushing manufacturers to
adopt advanced combustion control, optimize engine design, and introduce Diesel
Particulate Filters (DPFs) to reduce fine particle emissions. Another major requirement
was the use of ultra-low sulphur fuels, as high sulphur content damages emission control
systems like DPFs and catalytic converters. This led to improved fuel quality and wider
availability of cleaner diesel and petrol. From 2005 onwards, all new vehicles had to
comply with EURO IV limits. This regulation accelerated the development of cleaner
engine technologies and reinforced the importance of fuel quality in emission control.

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ii) EURO VI Norms

EURO VI norms, introduced in the EU in 2014, are among the strictest vehicle emission
standards, targeting major pollutants like nitrogen oxides (NOx) and particulate matter
(PM), especially from

Parameter EURO IV EURO VI BS-IV (India) BS-VI (India)

Implementation Year 2005 (EU) 2014 (EU) 2017 (India) 2020 (India)

CO (g/km) – Petrol 1.0 1.0 1.0 1.0

HC (g/km) – Petrol 0.10 0.10 0.10 0.10

NOx (g/km) – Petrol 0.08 0.06 0.08 0.06

PM (g/km) – Petrol (GDI) — 0.005 — 0.005

CO (g/km) – Diesel 0.50 0.50 0.50 0.50

HC+NOx (g/km) – Diesel 0.30 — 0.30 —

NOx (g/km) – Diesel — 0.08 — 0.08

PM (g/km) – Diesel 0.025 0.005 0.025 0.005

Limited Advanced Basic Advanced

OBD (On-Boar Diagnostics)
(OBD-I) (OBD-II) (OBD-I) (OBD-II)

Fuel Type Petrol/Diesel Petrol/Diesel Petrol/Diesel Petrol/Diesel

Sulphur content in fuel

50 ppm 10 ppm 50 ppm 10 ppm
(ppm)

BS norms in India are aligned with EURO norms.

BS-V was skI. P.ped in India; the country moved directly from BS-IV to BS-VI.

BS-VI requires Diesel Particulate Filter (DPF), Selective Catalytic Reduction (SCR), and
OBD-II systems.

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iii) BS-VI, or Bharat Stage VI

BS-VI, or Bharat Stage VI, is the most advanced emission standard implemented in India
to control vehicular pollution. It came into effect across the country from April 1, 2020.
BS-VI is equivalent to the EURO VI norms followed in Europe. The Indian government
skipped the intermediate BS-V stage and directly moved from BS-IV to BS-VI due to the
rising concerns about air pollution and its health impacts. This standard mandates a
significant reduction in harmful emissions such as nitrogen oxides (NOx), particulate
matter (PM), hydrocarbons (HC), and carbon monoxide (CO). To comply with BS-VI
norms, vehicles are required to use advanced technologies such as Diesel Particulate
Filters (DPF), Selective Catalytic Reduction (SCR), Exhaust Gas Recirculation (EGR), and
On-Board Diagnostics (OBD) systems.

Another major feature of BS-VI is the introduction of low-sulphur fuel containing only 10
parts per million (ppm) of sulphur, compared to 50 ppm in BS-IV fuel. This cleaner fuel
helps reduce emissions and supports the functioning of advanced emission control
devices. The implementation of BS-VI has led to improved air quality and brought Indian
automotive standards closer to international levels. However, it also increased the
complexity and cost of vehicle manufacturing due to the integration of advanced
emission control systems.

3.11 Engine Control Unit (ECU) : Working and Diagnostic procedure.

a) Functionality of an ECU

The Engine Control Unit (ECU) operates through three main stages: input, processing,
and output.

In the input stage, the ECU collects real-time data from sensors that monitor
temperature, pressure, oxygen levels, and engine speed.

In the processing stage, it analyzes this data using algorithms and maps, considering
factors like engine load, throttle position, and ambient conditions to determine the best
operating strategy.

In the output stage, the ECU controls actuators such as fuel injectors, ignition coils, and
idle control valves, adjusting parameters like fuel injection and ignition timing to ensure
optimal engine performance, fuel efficiency, and low emissions.

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Major Components of an Automotive Engine Control Unit (ECU)

Engine Sensors:-Engine sensors provide crucial information about the engine's condition,
such as temperature, pressure, air intake, and rotational speed. These sensors are vital
for the ECU to calculate the appropriate adjustments needed for the engine's operation.

Electronic Fuel Injection (EFI) System: The EFI system, controlled by the ECU, precisely
regulates the amount of fuel injected into the engine cylinders. It ensures efficient
combustion and optimal fuel economy while minimizing harmful emissions.

Ignition System: The ignition system, also managed by the ECU, controls the timing of
spark plug firing. It ensures that the spark plugs ignite the air-fuel mixture at the right
moment for maximum power and efficiency.

Idle Speed Control: The idle speed control system maintains a stable engine idle speed,
even under varying conditions. The ECU adjusts the throttle opening to compensate for
changes in load and environmental factors.

On-Board Diagnostics (OBD): The ECU is equipped with On-Board Diagnostics, which
monitors the engine's performance and detects any potential faults or malfunctions. It
generates error codes and alerts the driver when necessary, enabling timely repairs.

c) ECU Diagnostics Procedure

ECU (Electronic Control Unit) diagnostics is the process of identifying and analyzing faults
or malfunctions in a vehicle's electronic systems. The ECU acts as the brain of the vehicle,
controlling key functions such as engine performance, fuel injection, ignition timing,
emission control, and transmission. When a fault occurs—such as a failed sensor,

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abnormal readings, or a malfunction in an actuator—the ECU detects it and stores a
specific fault code known as a Diagnostic Trouble Code (DTC). These faults can be
diagnosed using a diagnostic scanner or tool, which connects to the vehicle’s On-Board
Diagnostics (OBD) port, usually located under the dashboard. The diagnostic tool reads
the stored codes and displays them, helping technicians identify which component or
system is malfunctioning.

This process allows for faster and more accurate repairs, reduces downtime, and ensures
that the vehicle runs efficiently and complies with environmental emission standards.
ECU diagnostics not only help in fixing current problems but also assist in preventive
maintenance by monitoring real-time data and warning signs, such as engine misfire,
oxygen sensor failure, or throttle issues.

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