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Concern for engine particle emission led to EC regulations of the number of solid particles emitted by LDV and HDV. However, all conventional piston-driven combustion engines emit metal oxide particles of which only little is known. The main sources are abrasion between piston ring and cylinder, abrasion of bearing, cams and valves, catalyst coatings, metal-organic lubrication oil additives, and fuel additives. While abrasion usually generates particles in the μm range, high concentrations of nanosize metal oxide particles are also observed, probably resulting from nucleation processes during combustion. In general, metal oxides, especially from transition metals, have high surface reactivity and can therefore be very toxic, especially nanosize particles, which evidently provide a high specific bioactive surface and are suspected to penetrate into the organism. Hence, these particles must be scrutinized for quantity, size distribution and composition.

In the effort to design reliable diesel engines which meet the strict US Federal Regulations for emissions, considerable progress has been made by engine manufacturers. Particulate emissions are now below 0.25 g/BHPh and after 1994 will be below 0.1 g/BHPh. Diesel fuel has a revised specification limit of 0.05% sulfur as a means to assist diesel engine manufacturers in complying with the 1994 standard. Diesel oxidation catalysts (DOC) have been chosen as another means. A DOC can efficiently oxidize soluble organic particulate matter (SOF) and gaseous hydrocarbons while easily oxidizing SO2 to SO3-the latter being a particulate and undesirable. Selective DOCs have been developed which maintain the activity for SOF and minimize the undesirable SO2 oxidation step. However, performance for gaseous hydrocarbons may be negatively affected.

All internal combustion piston engines emit solid nanoparticles. Some are soot particles resulting from incomplete combustion of fuels, or lube oil. Some particles are metal compounds, most probably metal oxides. A major source of metal compound particles is engine abrasion. The lube oil transports these abraded particles into the combustion zone. There they are partially vaporized and ultrafine oxide particles formed through nucleation [1]. Other sources are the metallic additives to the lube oil, metallic additives in the fuel, and debris from the catalytic coatings in the exhaust-gas emission control devices. The formation process results in extremely fine particles, typically smaller than 50 nm. Thus they intrude through the alveolar membranes directly into the human organism. The consequent health risk necessitates a careful investigation of these emissions and effective curtailment.

The performance of platinum/rhodium based TWC catalysts was compared to that of palladium/rhodium based TWC catalysts for the control of emissions from an M-85 fueled vehicle. The catalysts were artificially aged on an engine test stand using a simulated fuel cut aging cycle. The evaluation test cycle was the US FTP-75 test. A REGA 7000 FTIR system was used to specifically monitor methanol and formaldehyde emissions. Double layered palladium/rhodium based TWC catalysts exhibited better methanol and formaldehyde removal as well as superior overall performance. Essentially all of the hydrocarbon emission occurred during cold start. It was demonstrated that significant reduction in formaldehyde and methanol emission could be achieved by presenting a hotter exhaust gas to the converter by use of a small starter catalyst located near the engine.

Environmental concerns and regulations have stimulated the study of applying catalytic emission control to 4-stroke air cooled utility engines of less than 25 Hp. These engines require air/fuel mixtures considerably richer than those of automotive engines, entailing different catalytic solutions. In addition, small utility engines are subjected to a variety of unique operating modes. Factors discussed for this new catalyst system application are space velocity, temperature, test cycle, operating modes, lube oil consumption, engine control systems, engine life, and operating efficiency as well as other factors unique to this engine. An unexpected effect of this catalyst application, after-ignition of unburned exhaust components in a classical diffusion flame, is also discussed. It appears that catalytic emission control of small 4-stroke utility engines can be effective.

It is possible to have a clean green diesel engine with low exhaust emissions and excellent fuel economy. The two major requirements for this engine are a low sulfur diesel fuel to permit the application of emission controls, and the support of effective regulations and standards. The diesel engine is a major contributor to air pollution - especially within cities and along urban traffic routes. Because diesel engines are extremely durable - lasting for 20 to 40 years, once they are introduced in an area they contribute to the air pollution problems for decades. Off-road vehicles further contribute to the pollution problem. Consequently, India needs to devise an emission control strategy that addresses both new and old engines. In addition to the normal components of air pollution that cause ground level ozone and smog in the atmosphere, diesel exhaust also contains particulate and hydrocarbon toxic air contaminants (TAC). These pollutants pose additional human health concerns.