Harmful Gases Produced by Automobiles Description

1. What is emission control system?

Evaporated fuel The emission control system reduces the emissions,
HC :20% which are harmful to the environment and human
beings produced by automobiles.
2. What are emissions?
The term emission gas means the evaporated fuel
from the fuel tank and the blow-by gas, which passes
between the piston and the cylinder wall, including the
exhaust gas.
Exhaust gas
Blow-by gas CO :100% The emission gas is harmful to the environment and
HC :25% HC : 55%
NOx :100%
human beings because it includes such harmful sub-
stances as CO (carbon monoxide), HC (hydrocarbon)
and NOx (nitrous oxides).
Vehicles equipped with diesel engines emit not only
gases such as CO, HC, NOx but also carbon particles,
which also affect the environment and human beings.
(1) CO (crbon monoxide)
• CO is generated when an insufficient amount of oxy-
gen is taken the combustion chamber (incomplete
combustion).
2C (carbon) + O2 (oxygen) → 2CO (carbon monox-
ide)
• When CO is inhaled into the human body, it disolves in
the blood and the blood's ability to deliver oxygen is
hindered. Breathing in large amounts of CO will result
in death.
(2) HC (hydrocarbon)
• HC is generated during incomplete combustion in the
same way as CO. Also, HC is generated in the follow-
ing cases:
<1>When the temperature of the quenching zone is
low, it does not reach the combustion tempera-
ture.
<2>The intake gas blows through when the valve tim-
ing overlaps.
The richer the air-fuel mixture is, the more HC is
generated. The leaner it is, the less HC is gener-
ated.
The generated amounts of HC become greater
because it cannot burn when the air-fuel mixture
is too lean.
• When HC is inhaled into the human body, it becomes
cancer-causing agent. It also causes the photochemi-
cal smog.

-1-
 (3) NOx (nitrous oxides)
• NOx is generated by the nitrogen and oxygen in the
air of the air-fuel mixture when the temperature of the
combustion chamber rises above about 1,800 °C
(3,272 °F). The higher the combustion temperature
rises, the more NOx is generated.
When the air-fuel mixture is lean, more NOx is gener-
ated because the ratio of oxygen in the air-fuel mixture
is too high.
Therefore, NOx is generated according to the two fac-
tors of the combustion temperature and oxygen con-
centration.
N2 (nitrogen) + O2 (oxygen) → 2NO (NO, NO2 or
N2... NOx)
When NOx is inhaled into the human body, it irritates
the nose and throat. Also it causes the photochemical
smog.
(1/2)

1. Exhaust gas
Exhaust gas is emitted from the exhaust pipe.
In theory, only CO2 (carbon dioxide) and H2O (vapor)
are generated when burning gasoline.
However, all of the gasoline does not react according
CO
to the chemical theory due to such factors as air-fuel
HC ratio, N2 (nitrogen) in the atmosphere, combustion
NOx
temperature, combustion duration, etc.
That is how harmful substances such as CO, HC or
NOx are generated.
2. Evaporated fuel
Gasoline tank
Evaporated fuel is emitted into the atmosphere after
the fuel evaporates from the fuel tank, carburetor, etc.
HC HC Its main component is HC.
3. Blow-by gas
Blow-by gas blows from the gap between the piston
Gasoline and cylinder wall into the crankcase.
It consists of mostly fuel of unburned gas (HC).
(2/2)

Blow-by gas (HC)

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Principle of Production of Exhaust Gases Theoretical Air-fuel Ratio
The theoretical air-fuel ratio is the ratio of the minimum
Air amount of fuel and air (which contains oxygen) needed to
fully burn the fuel.
Gasoline is a mixture of several types of hydrocarbons of
which is the most predominant octane (C8H18).
15

2C8H18 + 25O2 → 16CO2 + 18H2O

Theoretical
air-fuel ratio
In order for 1g of octane to produce water (H2O) and car-
Fuel 1 bon dioxide (CO2) when burned, 15g of air is necessary.
10 15 20
Richer Air-fuel ratio Leaner The actual fuel is not pure octane but octane and various
HCs. Therefore the theoretical air-fuel ratio is about 14.7.
(1/1)

Graph Showing the Generation of CO/HC/NOx

The graph on the left, shows the air-fuel ratio and the
amounts of CO/HC/NOx generated.
1. Richer
CO/HC: Increase
CO (%) HC
(PPM)
NOx
(PPM)
NOx: Decrease
Theoretical 3000
air-fuel ratio 2. Leaner
12 600 CO: Decrease
HC: Decrease
HC
2000 However it increases because of the misfire when the
8 400 air-fuel ratio is too lean.
CO NOx: The amount generated is greatest when the
actual air-fuel ratio is slightly leaner than the theoreti-
1000 cal air-fuel ratio.
4 200
When the ratio becomes even leaner, the amount
NOx
decreases because the combustion temperature
decreases.
0 0
10 12 14 16 18 20 22 The generated amounts of CO/HC/NOx increase
Richer Air-fuel ratio Leaner under the following conditions, except for the graph on
the left.
3. While engine is cold
The generated amounts of CO/HC increase because
the rich air-fuel mixture is supplied.
4. At heavy load
The emission gas is increased because both the fuel
and the air are increased.
• The generated amounts of CO/HC increase because
the rich air-fuel mixture is supplied.
• The generated amounts of NOx increase because
the combustion temperature rises.
HINT:
PPM: Abbreviation for Parts Per Million. Used as a
unit to indicate concentration or content.
(1/1)

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Emission Standards Description
Emission control regulations
LA#4 mode
120
There are various regulations for most
100
countries around the world today to pre-
Speed (km/h)

80 vent the air pollutants by emission

60 gases. These are called emission regu-
40 lations. The measurement method or the
20 standard value varies by each country.
0 100 200 300 400 500 600 700 800 900 1,000 1,100 1,200 1,300 1,400 2,000 2,100 2,200 2,300 2,400
The differences of the representative
New EC mode
Time (sec) measurement modes are easily intro-
140 duced below.
120
• U.S.A (LA#4 mode)
100
Speed (km/h)

This simulates the complex driving

80
60
pattern of the suburbs in Los Ange-
40
les. This mode is close to the actual
20 vehicle driving conditions.
0
100 200 300 400 500 600 700 800 900 1,000 1,100 1,200
• EU (New EC mode)
10¥15 mode
Time (sec) This driving mode has been added to
80 the simulate highway driving for
Speed (km/h)

60
which NOx has the strictest regula-
40
tions.
20
• JAPAN (10.15 mode)
0 100 200 300 400 500 600
Time (sec) It is simulated the vehicle driving in
the city with traffic signals.
(1/2)

Measurement of the concentration

Dilution air and total weight
There are two methods to measure the
emission gas.
• Measuring concentration
Measure what percentages of CO/
HC/NOx are included in the emission
gas for measuring concentration.
• Measuring total weight
For measuring total weight, simulate
actual driving as in the illustration
Chassis dynamometer and measure the amount of CO/HC/
NOx emitted during the test.
Discharge
In recent years, measuring the total
weight has become the major
80 method.
The amount of harmful gases that a
Speed (km/h)

60
vehicle generates is more important
40
than the percentages of harmful
20 gases.
(2/2)
0 100 200 300 400 500 600 Time (sec)

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Emission Control System Description
A high level of technology is necessary
to ensue that the total weight of these
Improvement of combustion chamber
three substances (CO, HC and NOx) in
Engine
Improvement of intake & exhaust system the emissions meets the emission regu-
Improvement of fuel system (EFI) lations.
Improvement of ignition system (ESA, DIS)
For actual vehicles, it is necessary not
Exhaust only to decrease these substances but
gas Catalytic converters (TWC)
also to meet standards as a whole for
Deceleration control system vehicle devices in terms of durability,
Dash Pot (DP) system
Devices Deceleration fuel cut-off system reliability, safety and fuel consumption.
Emission purification countermeasures
Exhaust Gas Recirculation (EGR) system
Internal EGR effect of VVT-i system
are listed in the table on the left, but
devices vary by country and the emis-
Blow-by gas
sion regulations vary by region.
Positive Crankcase Ventilation (PCV) system
(1/1)
Fuel evaporative Fuel Evaporative Emission Control (EVAP) system
gas

Improvement of Engine
1- (1)
The engine has been improved significantly to prevent
the engine output and fuel consumption rate from wors-
Squish area
ening over time, preventing harmful gas generation as
much as possible. The following items are not used on all
types of engines, however, the most appropriate item for
each engine is used.
1. Construction of combustion chamber and
improvement of air intake system
(1) Adoption of squish area
The squish area in the combustion chamber gener-
ates strong turbulence starting from the end of the
1- (2) compression stroke into the combustion stroke. This
turbulence increases the combustion speed and burns
the air-fuel mixture completely, and decreases the CO
and HC.
(2) Generation of swirl
The curved intake port causes the air-fuel mixture that
is drawn in during the intake stroke to form the appro-
priate swirl toward the outer edge of the combustion
chamber.
This swirl continues from the compression stroke to
the combustion stroke, and gives the same effect as
the squish.
2. Adoption of EFI, ESA and DIS
Burns the air-fuel mixture completely and decreases
the exhaust gas due to the adoption of EFI (Electronic
Fuel Injection), which always makes the proper air-
fuel mixture, and ESA (Electronic Spark Advance) and
DIS (Direct Ignition System), which finely regulates
the ignition timing depending on the driving condition.
(1/1)

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 Catalytic Converters
1. Outline
The catalytic converter makes harmful substances
(CO, HC and NOx) react chemically with harmless
CO ones (H2O, CO2, N2) according to the exhaust gas
HC
NOx
H 2O passed.
CO2
N2 Generally platinum, palladium, iridium and rhodium,
TWC
etc., are used as catalysts for automobiles.
(1) Types of catalyst
• Oxidation catalyst: Oxidize HC or CO and form non-
polluting H2O or CO2.
• Deoxidization catalyst: Remove oxygen from NOx and
form non-polluting N2.
• Oxidation/Deoxidization catalyst: Perform above two
functions at the same time.
(Oxidation/Deoxidization catalyst for automobiles is
called "Three-Way Catalytic Converter (TWC)"
because three harmful substances, CO/HC/NOx, are
transformed into non-polluting substances at the same
time. Oxidation/Deoxidization catalyst is used for most
automobiles nowadays.)

(2) Operating temperature catalyst

For the catalyst, the purification rate changes accord-
100% ing to the temperature.
As shown in the graph, the purification rate is close to
100% and purifies the exhaust gas effectively when
Purification rate

the catalyst temperature rises over 400 °C.

NOTICE:
Vehicles equipped with the catalytic converter need to
use unleaded gasoline, because lead adheres to the
surface of catalyst and the oxygen sensor (O2 sen-
0 300 C 400 C
Temperature of catalyst sor), and the appropriate effect cannot be attained if
leaded gasoline is used.
(1/3)

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 (3) Three-Way Catalyst (TWC) system
Monolith converter The TWC is the system that oxidizes
Wire net CO and HC in the exhaust gas and
Outer shell deoxidizes NOx at the same time, to
purify them into CO2, H2O and N2.
Recently the monolithic type is used
as shown in the illustration.
Alumina or catalytic substances coat
the grated pattern of monolith which
has many holes. The harmful sub-
stances are purified by passing
Carriers
through the holes.
There are two types of monolith;
ceramic type and metal type. The
thinner the grate is, the higher the
purification ability becomes.
(2/3)
Alumina and catalyst

Monolith substrata

The TWC can be most effective around

the theoretical air-fuel ratio. Therefore,
the air-fuel ratio feedback system is
NOx
needed to keep the air-fuel ratio around
High

the theoretical air-fuel ratio.

The air-fuel ratio feedback system
Purification rate

detects oxygen in the exhaust gas, using

the oxygen sensor attached in the
HC exhaust manifold. Then the fuel injection
volume is adjusted by the engine ECU to
Theoretical control the air-fuel ratio at all times so
CO Operational air-fuel
range of ratio that the TWC performs properly.
Low

converter
Richer Leaner
ECU (3/3)
Air-fuel ratio

Injector

Oxygen sensor

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 Cruising
Dash Pot (DP) System
1. Necessity
When the throttle valve closes at
high engine speed, a strong vacuum
is generated inside the intake mani-
fold. Some of the fuel adhering to the
internal walls of the manifold evapo-
rates, causing the air- fuel mixture to
DP diaphragm
VTV Filter
become too rich temporarily. At the
Deceleration
same time, since the intake air vol-
ume decreases, the incomplete com-
bustion or misfiring occurs, and a
great amount of incombustible gas is
emitted in the exhaust.
Dash pot
To prevent the incomplete combus-
tion or misfiring, the dash pot is used
to keep the throttle valve from closing
too suddenly.
2. Operation
During deceleration, the link of throt-
tle valve touches the dash pot.
Therefore the throttle valve closes
slowly according to the resistance of
air passing through.
When the throttle valve is opened,
the dash pot returns to its original
position.
(1/1)

Deceleration Fuel Cut-off System

1. Necessity
This system stops the fuel injection during the deceler-
Throttle valve
opening ation part of driving, and decreases the amounts of
CO and HC.
3
4
5 Also it prevents after-burning in the exhaust pipe, and
2
effectively decreases the amount of the fuel con-
6

1 7
x 1000
0 RPM
sumed during deceleration.
2. Operation
The engine ECU stops the fuel injection of the injector
ECU according to the engine speed and throttle valve
Stop opening.
(1/1)

Injector

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 Exhaust Gas Recirculation (EGR) System
1. Necessity
The Exhaust Gas Recirculation (EGR) System recir-
culates some of the exhaust gases to the intake air
system.
EGR valve Intake manifold
The flame propagation becomes slow during the com-
vacuum bustion when the exhaust gases are mixed with the
air-fuel mixture because most of them are the inert
(incombustible) gases.
Also the combustion temperature drops to reduce the
NOx generation because the inert (incombustible) gas
absorbs the heat generated by burning.
2. Operation
• When the vacuum is applied to the EGR valve, the
valve opens and the exhaust gas recirculates.
• The vacuum, which operates on the EGR valve, is
controlled in accordance with the engine coolant tem-
perature or throttle valve opening to control the ratio of
the EGR.

• Engine cold
The BVSV opens toward the atmosphere side while
EGR port the engine is cold. Therefore the exhaust gas does not
recirculate because a vacuum is not applied to EGR
EGR "R" port valve.

EGR vacuum modulator

Throttle valve

Air

EGR valve

BVSV

Exhaust gas

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 • Idling
A vacuum is not applied to the EGR port. Therefore
EGR port the exhaust gas does not recirculate.

EGR "R" port

EGR vacuum modulator

Throttle valve

EGR valve

BVSV

Exhaust gas

• Throttle valve between EGR&EGR "R" port

The vacuum of the EGR port is applied to the EGR
EGR port valve to open the valve. The vacuum is controlled by
the modulator and recirculates a constant ratio of the
EGR "R" port exhaust gas.

EGR vacuum modulator

Air
Throttle valve

EGR valve

BVSV

Exhaust gas

- 10 -
 • Throttle valve opening above EGR "R" port
The vacuum of the EGR port is applied to the EGR
EGR port valve to open the valve. As the vacuum of "R" port is
applied to the modulator, the vacuum applied to the
EGR "R" port EGR valve becomes larger so that the EGR opening
becomes greater.

EGR vacuum modulator

Throttle valve

EGR valve

BVSV

Exhaust gas

• Throttle valve fully open

The exhaust gas is not recirculated because the vac-
EGR port uum applied to the EGR valve with full load is less
than the vacuum required to operate the valve.
EGR "R" port
(1/2)

EGR vacuum modulator

Throttle valve

EGR valve

BVSV

Exhaust gas

- 11 -
 3. Internal EGR effect of VVT-i (Variable Valve Tim-
ing-intelligent) System
Part of the exhaust gas is drawn in during the intake
EX IN stroke by overlapping of the intake valve and exhaust
valve. The VVT-i system controls the valve timing to
control the internal EGR actively.
The VVT-i system opens the intake valve quickly and
lets some of the exhaust gas flow backwards to the
intake side when the end of the exhaust stroke over-
laps.
The EGR effect is attained by drawing the back-flow-
Exhaust stroke
ing gas and the air-fuel mixture into the cylinder at the
same time during the intake stroke.
The VVT-i system changes the timing of the valve
EX IN EX IN opening by the engine ECU. Refer to the engine con-
trol system for more details.
(2/2)

Compression stroke Intake stroke

Positive Crankcase Ventilation (PCV) System

1. Necessity
Blow-by gas includes a large amount of unburned
gas, which leaks out from the gap between the piston
ring and cylinder wall into the crankcase. The Positive
Crankcase Ventilation (PCV) system forces the blow-
PCV valve
by gas into the air intake system and re-burns it.
Using the vacuum of the intake manifold, blow-by gas
is drawn in.
Therefore, the PCV valve is installed between the
intake manifold and cylinder head cover. Generally the
Blow-by gas
generated volume of the blow-by gas becomes
Fresh air
greater when the engine load is large (the manifold
Intake manifold side
vacuum is small). On the other hand, it becomes less
when the engine load is small (the manifold vacuum is
large).
2. Operation
Vacuum passage narrow
The valve passage becomes narrow because the gen-
erated volume of the blow-by gas is less when the
manifold vacuum is large.

PCV valve open

Cylinder head side

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 (1) Engine stopped:
The valve closes by the spring force.

PCV valve

Intake manifold side

Valve

PCV valve closed

Cylinder head side

(2) Idling or decelerating:

The valve is drawn in further because of the strength
of the vacuum.
The vacuum passage is narrow and the amount of
blow-by gas flowing is small.

PCV valve

Blow-by gas
Fresh air
Intake manifold side

Vacuum passage narrow

PCV valve open

Cylinder head side

- 13 -
 (3) Normal operation:
The vacuum passage is wider than at the time of idling
or decelerating because of the normal vacuum.

PCV valve

Blow-by gas
Fresh air
Intake manifold side

Vacuum passage wide

PCV valve open

Cylinder head side

(4) Acceleration or high load:

The valve is opened even with low vacuum to open
the passage to full width.
Some gas is drawn from the cylinder head cover into
the front of the throttle valve (air cleaner side) when
the actual amount of generated gas is larger than that
PCV valve
of the gas, which passes through the PCV valve.
(1/1)

Blow-by gas
Fresh air
Intake manifold side

Vacuum passage
fully open

PCV valve open

Cylinder head side

- 14 -
 Fuel Evaporative Emission Control (EVAP) System
1. Necessity
The Fuel Evaporative Emission Control (EVAP) Sys-
tem temporarily absorbs the evaporated gas in the
charcoal canister and channels it to the engine for
burning, in order to prevent the fuel, which is evapo-
rated from the fuel tank, from escaping into the atmo-
sphere.
2. Operation
The evaporated gas, which is generated in the fuel
tank, opens the check valve (1) and flows into the can-
ister.
The charcoal absorbs the evaporated gas in the can-
ister. The absorbed gas is drawn from the purge port
of throttle body into the cylinder to burn while the
engine is running. For some models, the engine ECU
controls the gas flow by controlling the opening of the
VSV (for EVAP).
The check valve (2) and the vacuum valve of the fuel
tank cap open to draw the outside air into the tanks
when the inside of tank becomes a vacuum (because
the outside temperature is low, etc).

REFERENCE
Tank valve assembly Fuel Evaporative Emission Control (EVAP) System
ORVR
(On-board refueling vapor recovery) valve
Charcoal canister
for North American Models
North American models have a feature that keeps evapo-
Tank pressure valve rated fuel from escaping during refueling, by temporarily
absorbing it into the charcoal canister.
Vapor pressure
sensor There also is a diagnostic function.

Vacuum
check valve

VSV (for
pressure
switching
valve)

VSV (for EVAP)

Air inlet valve

VSV
(for Canister closed valve)

to Engine Air drain valve

Air valve assembly

- 15 -
 Operation
• When opening fuel tank cap
The atmosphere is drawn into the chamber located in
the upper of the ORVR valve.
Atmosphere

• During refueling
The ORVR valve opens and the evaporated gas flows
into the canister when the pressure in the tank
increases by refueling.
(1/1)

- 16 -
CO/HC Inspection and Adjustment CO/HC Inspection and Adjustment
1. Necessity
• Determination of engine condition.
CO meter or
By measuring CO/HC, it is possible to determine the
CO/HC meter engine condition, including the effectiveness of the air-
fuel ratio, and the operation of the emission control
system.
It can be determined that the engine and emission
control system are normal when the CO and HC are
within the standard value, and the engine operates
smoothly.
without
TWC/Oxygen sensor When the engine does not operate smoothly or HC
levels are high, engine misfire is a probable cause.
SST Causes of engine misfire are improper air-fuel ratio,
poor compression, ignition system trouble, or emis-
sion control system trouble, etc.
• For meeting regulations.
Idle mixture Variable
adjusting resistor
screw 2. With TWC/oxygen sensor
• It is not necessary to adjust the CO level because the
engine control system increases and decreases the
fuel injection volume coming out of the injector to
adjust the air-fuel ratio to more closely match the theo-
retical air-fuel ratio, using the oxygen sensor signal.
• Most of CO and HC are purified by the TWC even if
some misfiring occurs.
180
• When CO and HC are detected, the following are
probable causes: Poor or insufficient warm-up of
TWC, rich air-fuel mixture, a high rate of misfire.
3. Without TWC/oxygen sensor
• It is necessary to adjust the CO level within the stan-
dard value in order to meet the regulations and use
the engine in good condition.
• The air-fuel mixture is rich when CO/HC concentration
is high and the engine runs smoothly.
It is necessary to adjust the CO concentration in order
to keep emission gases clean, even though the
engine operates more smoothly when the CO concen-
tration is higher than the standard value.
• When the CO concentration is too low, the HC con-
centration is high and the engine does not operate
smoothly, causing misfires to occur.
(1/1)

- 17 -
Exercise

These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.

Chapter All Next Chapter All

Answers Answers
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related text for review related text for review

- 18 -
Question- 1
Mark each of the following statements True or False.

No. Question True or False Correct Answers

The emission control system reduces the harmful gases emitted

1 True False
from the automobile.

The squish area absorbs the turbulence generated in the cylinder so

2 True False
that the air-fuel mixture burns well.

The swirl port curves the intake port and generates turbulence in the
3 air-fuel mixture into the cylinder in order to burn the air-fuel mixture True False
well.

The charcoal canister temporarily absorbs the fuel evaporated and

4 True False
then sends it to the engine where it is burned.

Question- 2
Which chemical parts (CO, HC, NOx) in the graph below are referred to by A, B, and C? Select the letter in the table
below.

• A and B are generated by the incomplete combustion when the air-fuel ratio is rich.
• B increases due to misfiring when the air-fuel ratio is too lean.
• C reaches the maximum amount when the air-fuel ratio is slightly leaner than the theoretical air-fuel
mixture.

1. A: CO
B: HC
C: NOx
2. A: NOx
B: CO
C: HC
3. A: HC
B: NOx
C: CO
4. A: NOx
B: HC
C: CO

Theoretical
air-fuel ratio C
A (%) B (PPM)
(PPM) 3000
C
12 600
2000
8 400
B
1000
4 200
A
0 0
10 12 14 16 18 20 22
Richer Air-fuel ratio Leaner

- 19 -