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INTRODUCTION :-HOW AUTOMOTIVE EXHAUST SYSTEM

WORKS
An exhaust system is usually piping used to guide reaction exhaust gases away from a
controlled combustion inside an engine or stove. The entire system conveys burnt gases from
the engine and includes one or more exhaust pipes. Depending on the overall system design,
the exhaust gas may flow through one or more of:
Cylinder head and exhaust manifold.
A turbocharger to increase engine power.
A catalytic converter to reduce air pollution.
A muffler to reduce noise.
DESIGN CRITERIA
An exhaust pipe must be carefully designed to carry toxic and/or noxious gases away from
the users of the machine. Indoor generators and furnaces can quickly fill an enclosed space
with carbon monoxide or other poisonous exhaust gases if they are not properly vented to the
outdoors. Also, the gases from most types of machine are very hot; the pipe must be heat-
resistant, and it must not pass through or near anything that can burn or can be damaged by
heat. A chimney serves as an exhaust pipe in a stationary structure. For the internal
combustion engine it is important to have the exhaust system "tuned" (refer to tuned exhaust)
for optimal efficiency. Also this should meet the regulation norms maintained in each
country.
COMPONENT OF EXHAUST AND THEIR FUNCTIONS

EXHAUST MANIFOLD -

In most production engines, the manifold is an assembly designed to collect the exhaust gas
from two or more cylinders into one pipe. Manifolds are often made of cast iron in stock
production cars, and may have material-saving design features such as to use the least metal,
to occupy the least space necessary, or have the lowest production cost. These design
restrictions often result in a design that is cost effective but that does not do the most efficient
job of venting the gases from the engine. Inefficiencies generally occur due to the nature of
the combustion engine and its cylinders. Since cylinders fire at different times, exhaust leaves
them at different times, and pressure waves from gas emerging from one cylinder might not
be completely vacated through the exhaust system when another comes. This creates a back
pressure and restriction in the engine's exhaust system that can restrict the engine's true
performance possibilities. In Australia, the pipe of the exhaust system which attaches to the
exhaust manifold is called the 'engine pipe' and the pipe emitting gases to ambient air called
the 'tail pipe'.
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A header (sometimes called set of extractors in Australia) is a manifold specifically designed
for performance.
[1]
During design, engineers create a manifold without regard to weight or
cost but instead for optimal flow of the exhaust gases. This design results in a header that is
more efficient at scavenging the exhaust from the cylinders. Headers are generally circular
steel tubing with bends and folds calculated to make the paths from each cylinder's exhaust
port to the common outlet all equal length, and joined at narrow angles to encourage pressure
waves to flow through the outlet, and not back towards other cylinders. In a set of tuned
headers the pipe lengths are carefully calculated to enhance exhaust flow in a particular
engine revolutions per minute range.



Exhaust manifold
CATALYTIC CONVERTERS-
There are millions of cars on the road in the United States, and each one is a source of air
pollution. Especially in large cities, the amount of pollution that all the cars produce together
can create big problems.
To solve those problems, cities, states and the federal government create clean-air laws that
restrict the amount of pollution that cars can produce.
Over the years, automakers have made many refinements to car engines and fuel systems to
keep up with these laws. One of these changes came about in 1975 with an interesting device
called a catalytic converter. The job of the catalytic converter is to convert harmful pollutants
into less harmful emissions before they ever leave the car's exhaust system.
Catalytic converters are amazingly simple devices, so it is incredible to see how big an
impact they have. In this article, you will learn which pollutants are produced by an engine
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and how a catalytic converter deals with each of these pollutants to help reduce vehicle
emissions.

Pollutants Produced by a Car Engine
In order to reduce emissions, modern car engines carefully control the amount of fuel they
burn. They try to keep the air-to-fuel ratio very close to the stoichiometric point, which is the
ideal ratio of air to fuel. Theoretically, at this ratio, all of the fuel will be burned using all of
the oxygen in the air. For gasoline, the stoichiometric ratio is about 14.7:1, meaning that for
each pound of gasoline, 14.7 pounds of air will be burned. The fuel mixture actually varies
from the ideal ratio quite a bit during driving. Sometimes the mixture can be lean (an air-to-
fuel ratio higher than 14.7), and other times the mixture can be rich (an air-to-fuel ratio lower
than 14.7).
The main emissions of a car engine are:
Nitrogen gas (N2) - Air is 78-percent nitrogen gas, and most of this passes right through the
car engine.
Carbon dioxide (CO2) - This is one product of combustion. The carbon in the fuel bonds
with the oxygen in the air.
Water vapor (H2O) - This is another product of combustion. The hydrogen in the fuel bonds
with the oxygen in the air.
These emissions are mostly benign, although carbon dioxide emissions are believed to
contribute to global warming. Because the combustion process is never perfect, some smaller
amounts of more harmful emissions are also produced in car engines. Catalytic converters are
designed to reduce all three:
Carbon monoxide (CO) is a poisonous gas that is colorless and odorless.
Hydrocarbons or volatile organic compounds (VOCs) are a major component of smog
produced mostly from evaporated, unburned .fuel.
Nitrogen oxides (NO and NO2, together called NOx) are a contributor to smog and acid rain,
which also causes irritation to human mucus membranes.

How Catalytic Converters Reduce Pollution
In chemistry, a catalyst is a substance that causes or accelerates a chemical reaction without
itself being affected. Catalysts participate in the reactions, but are neither reactants nor
products of the reaction they catalyze. In the human body, enzymes are naturally occurring
catalysts responsible for many essential biochemical reactions

In the catalytic converter, there are two different types of catalyst at work, a reduction
catalyst and anoxidation catalyst. Both types consist of a ceramic structure coated with a
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metal catalyst, usually platinum, rhodium and/or palladium. The idea is to create a structure
that exposes the maximum surface area of catalyst to the exhaust stream, while also
minimizing the amount of catalyst required, as the materials are extremely expensive. Some
of the newest converters have even started to use gold mixed with the more traditional
catalysts. Gold is cheaper than the other materials and could increase oxidation, the chemical
reaction that reduces pollutants, by up to 40 percent [source: Kanellos].
Most modern cars are equipped with three-way catalytic converters. This refers to the three
regulated emissions it helps to reduce.
The reduction catalyst is the first stage of the catalytic converter. It uses platinum and
rhodium to help reduce the NOx emissions. When an NO or NO2 molecule contacts the
catalyst, the catalyst rips the nitrogen atom out of the molecule and holds on to it, freeing the
oxygen in the form of O2. The nitrogen atoms bond with other nitrogen atoms that are also
stuck to the catalyst, forming N2. For example:
2NO => N2 + O2 or 2NO2 => N2 + 2O2
2NO => N
2
+ O
2
or 2NO
2
=> N
2
+ 2O
2

The oxidation catalyst is the second stage of the catalytic converter. It reduces the
unburned hydrocarbons and carbon monoxide by burning (oxidizing) them over a
platinum and palladium catalyst. This catalyst aids the reaction of the CO and
hydrocarbons with the remaining oxygen in the exhaust gas. For example:
2CO + O
2
=> 2CO
2

There are two main types of structures used in catalytic converters --
honeycomb and ceramic beads. Most cars today use a honeycomb structure.

Controlling Pollution and Improving Performance
monitors the exhaust stream, and uses this information to control the fuel injection system.
There is an oxygen sensor mounted upstream of the catalytic converter, meaning it is closer
to the engine than the converter. This sensor tells the engine computer how much oxygen is
in the exhaust. The engine computer can increase or decrease the amount of oxygen in the
exhaust by adjusting the air-to-fuel ratio. This control scheme allows the engine computer to
make sure that the engine is running at close to the stoichiometric point, and also to make
sure that there is enough oxygen in the exhaust to allow the oxidization catalyst to burn the
unburned hydrocarbons and CO.
The catalytic converter does a great job at reducing the pollution, but it can still be improved
substantially. One of its biggest shortcomings is that it only works at a fairly high
temperature. When you start your car cold, the catalytic converter does almost nothing to
reduce the pollution in your exhaust.
One simple solution to this problem is to move the catalytic converter closer to the engine.
This means that hotter exhaust gases reach the converter and it heats up faster, but this may
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also reduce the life of the converter by exposing it to extremely high temperatures. Most
carmakers position the converter under the front passenger seat, far enough from the engine
to keep the temperature down to levels that will not harm it.
Preheating the catalytic converter is a good way to reduce emissions. The easiest way to
preheat the converter is to use electric resistance heaters. Unfortunately, the 12-volt electrical
systems on most cars don't provide enough energy or power to heat the catalytic converter
fast enough. Most people would not wait several minutes for the catalytic converter to heat up
before starting their car. Hybrid cars that have big, high-voltage battery packs can provide
enough power to heat up the catalytic converter very quickly.
Catalytic converters in diesel engines do not work as well in reducing NOx. One reason is
that diesel engines run cooler than standard engines, and the converters work better as they
heat up. Some of the leading environmental auto experts have come up with a new system
that helps to combat this. They inject a urea solution in the exhaust pipe, before it gets to the
converter, to evaporate and mix with the exhaust and create a chemical reaction that will
reduce NOx. Urea, also known as carbamide, is an organic compound made of carbon,
nitrogen, oxygen and hydrogen. It's found in the urine of mammals and amphibians. Urea
reacts with NOx to produce nitrogen and water vapor, disposing more than 90 percent of the
nitrogen oxides in exhaust gases.

MUFFLER:-


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Where Does the Sound Come From?
Sound is a pressure wave formed from pulses of alternating high and low air pressure. These
pulses makes their way through the air at -- you guessed it -- the speed of sound.
In an engine, pulses are created when an exhaust valve opens and a burst of high-pressure gas
suddenly enters the exhaust system. The molecules in this gas collide with the lower-pressure
molecules in the pipe, causing them to stack up on each other. They in turn stack up on the
molecules a little further down the pipe, leaving an area of low pressure behind. In this way,
the sound wave makes its way down the pipe much faster than the actual gases do.
When these pressure pulses reach your ear, the eardrum vibrates back and forth.
Your brain interprets this motion as sound. Two main characteristics of the wave determine
how we perceive the sound:
Sound wave frequency - A higher wave frequency simply means that the air pressure
fluctuates faster. The faster an engine runs, the higher the pitch we hear. Slower fluctuations
sound like a lower pitch.
Air pressure level - The wave's amplitude determines how loud the sound is. Sound waves
with greater amplitudes move our eardrums more, and we register this sensation as a higher
volume.

How Can You Cancel Out Sound?
The key thing about sound waves is that the result at your ear is the sum of all the sound
waves hitting your ear at that time. If you are listening to a band, even though you may hear
several distinct sources of sound, the pressure waves hitting your ear drum all add together,
so your ear drum only feels one pressure at any given moment.
Now comes the cool part: It is possible to produce a sound wave that is exactly the opposite
of another wave. This is the basis for those noise-canceling headphones you may have seen.
Take a look at the figure below. The wave on top and the second wave are both pure tones. If
the two waves are in phase, they add up to a wave with the same frequency but twice the
amplitude. This is called constructive interference. But, if they are exactly out of phase,
they add up to zero. This is called destructive interference. At the time when the first wave
is at its maximum pressure, the second wave is at its minimum. If both of these waves hit
your ear drum at the same time, you would not hear anything because the two waves always
add up to zero.

Inside a Muffler
Located inside the muffler is a set of tubes. These tubes are designed to create reflected
waves that interfere with each other or cancel each other out. Take a look at the inside of this
muffler:
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The exhaust gases and the sound waves enter through the center tube. They bounce off the
back wall of the muffler and are reflected through a hole into the main body of the muffler.
They pass through a set of holes into another chamber, where they turn and go out the last
pipe and leave the muffler.


The Resonator
When a wave hits the hole, part of it continues into the chamber and part of it is reflected.
The wave travels through the chamber, hits the back wall of the muffler and bounces back out
of the hole. The length of this chamber is calculated so that this wave leaves the resonator
chamber just after the next wave reflects off the outside of the chamber. Ideally, the high-
pressure part of the wave that came from the chamber will line up with the low-pressure part
of the wave that was reflected off the outside of the chamber wall, and the two waves will
cancel each other out.
The animation below shows how the resonator works in a simplified muffler.
Waves canceling inside a simplified muffler
In reality, the sound coming from the engine is a mixture of many different frequencies of
sound, and since many of those frequencies depend on the engine speed, the sound is almost
never at exactly the right frequency for this to happen. The resonator is designed to work best
in the frequency range where the engine makes the most noise; but even if the frequency is
not exactly what the resonator was tuned for, it will still produce some destructive
interference.
Some cars, especially luxury cars where quiet operation is a key feature, have another
component in the exhaust that looks like a muffler, but is called a resonator. This device
works just like the resonator chamber in the muffler -- the dimensions are calculated so that
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the waves reflected by the resonator help cancel out certain frequencies of sound in the
exhaust.
There are other features inside this muffler that help it reduce the sound level in different
ways. The body of the muffler is constructed in three layers: Two thin layers of metal with a
thicker, slightly insulated layer between them. This allows the body of the muffler to absorb
some of the pressure pulses. Also, the inlet and outlet pipes going into the main chamber are
perforated with holes. This allows thousands of tiny pressure pulses to bounce around in the
main chamber, canceling each other out to some extent in addition to being absorbed by the
muffler's housing.

Backpressure and Other Types of Mufflers
One important characteristic of mufflers is how much backpressurethey produce. Because of
all of the turns and holes the exhaust has to go through, mufflers like those in the previous
section produce a fairly high backpressure. This subtracts a little from the power of the
engine.
There are other types of mufflers that can reduce backpressure. One type, sometimes called
a glass pack or acherry bomb, uses only absorption to reduce the sound. On a muffler like
this, the exhaust goes straight through a pipe that is perforated with holes. Surrounding this
pipe is a layer of glass insulation that absorbs some of the pressure pulses. A steel housing
surrounds the insulation.


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Active Noise-Canceling Mufflers
There have been a few experiments with active noise-canceling mufflers, especially on
industrial generators. These systems incorporate a set of microphones and a speaker.
The speaker is positioned in a pipe, which wraps around the exhaust pipe so that the sound
from the exhaust comes out in the same direction as the sound from the speaker. A computer
monitors a microphone positioned before the speaker and one positioned after the speaker. By
knowing some things about the length and shape of the pipes, the computer can generate a
signal to drive the speaker. This can cancel out much of the sound coming from the generator.
The downstream microphone lets the computer know how well it is doing so it can make
adjustments if needed.

Exhaust Gas Recirculation (EGR) and NOx measurement:-
NO
x
Emissions
In many countries around the world, the emissions of NO
x
from diesel and gasoline vehicles
are restricted by legislation. NO
x
is formed in the combustion chamber of engines, when high
temperatures cause oxygen and nitrogen (both found in the air supplied for combustion) to
combine.
Exhaust Gas Recirculation
A widely adopted route to reduce NO
x
emissions is Exhaust Gas Recirculation (EGR). This
involves recirculating a controllable proportion of the engine's exhaust back into the intake
air. A valve is usually used to control the flow of gas, and the valve may be closed
completely if required.
The substitution of burnt gas (which takes no further part in combustion) for oxygen rich air
reduces the proportion of the cylinder contents available for combustion. This causes a
correspondingly lower heat release and peak cylinder temperature, and reduces the formation
of NO
x
. The presence of an inert gas in the cylinder further limits the peak temperature (more
than throttling alone in a spark ignition engine).
The gas to be recirculated may also be passed through an EGR cooler, which is usually of the
air/water type. This reduces the temperature of the gas, which reduces the cylinder charge
temperature when EGR is employed. This has two benefits- the reduction of charge
temperature results in lower peak temperature, and the greater density of cooled EGR gas
allows a higher proportion of EGR to be used. On a diesel engine the recirculated fraction
may be as high as 50% under some operating conditions.
Advantages of EGR
Reduced NO
x

Potential reduction of throttling losses on spark ignition engines at part load.
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Improved engine life through reduced cylinder temperatures (particularly exhaust
valve life).
Disadvantages and Difficulties of EGR
Since EGR reduces the available oxygen in the cylinder, the production of particulates (fuel
which has only partially combusted) is increased when EGR is applied. This has traditionally
been a problem with diesel engines, where the trade-off between NO
x
and particulates is a
familiar one to calibrators.
The deliberate reduction of the oxygen available in the cylinder will reduce the peak power
available from the engine. For this reason the EGR is usually shut off when full power is
demanded, so the EGR approach to controlling NO
x
fails in this situation.
The EGR valve can not respond instantly to changes in demand, and the exhaust gas takes
time to flow around the EGR circuit. This makes the calibration of transient EGR behavior
particularly complex- traditionally the EGR valve has been closed during transients and then
re-opened once steady state is achieved. However, the spike in NOx / particulate associated
with poor EGR control makes transient EGR behavior of interest.
The recirculated gas is normally introduced into the intake system before the intakes divide in
a multi-cylinder engine. Despite this, perfect mixing of the gas is impossible to achieve at all
engine speeds / loads and particularly during transient operation. For example poor EGR
distribution cylinder-to-cylinder may result in one cylinder receiving too much EGR, causing
high particulate emissions, while another cylinder receives too little, resulting in high
NO
x
emissions from that cylinder.
Although the term EGR usually refers to deliberate, external EGR, there is also a level
of internal EGR. This occurs because the residual combustion gas remaining in the cylinder
at the end of the exhaust stroke is mixed with the incoming charge. There is therefore a
proportion of internal EGR which must be taken into account when planning EGR strategies.
The scavenging efficiency will vary with engine load, and in an engine fitted with variable
valve timing a further parameter must be considered.


ELECTRICITY FROM EXHAUST:-
the new concept of utilizing the exhaust generated from the two and four wheeler during the
exhaust and through this system the recovery of the waste heat from the conventional
commercial two wheeler and four wheeler is done. In this project a 125 cc engine bike is used
and its exhaust manifold is coupled to the turbine inlet with the help of an injector nozzle and
the outlet of turbine shaft is connected to the generator to produce electricity, this generated
ac current is converted into dc and stored in the battery. Experimental analysis is done on the
such designed and developed hybrid vehicle system and observed that the results which was
better than the earlier developed systems.
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Transportation is the main cause of pollution, exhaust gases produced when the vehicle move
on the road which pollute the environment. To assure sustainability and more confidence on
energy supply, the European Union has studied a careful energetic policy for the next ten
years, whose aim is to reduce greenhouse gas levels and energy consumption by 20% and
increase the share of renewables by 20%, all these three targets by 2020.
Even every country is emphasizing to use the renewable energy sources. but harnessing the
renewable energy is very difficult. If the renewable energy source is harnessed on the large
scale then it will be beneficial to the country otherwise capital investment is more than the
electrical energy production.
So for the protection of environment and enhancement of energy produced from the vehicle
we are introducing a very new methodology which will be helpful to reduce the consumption
of conventional energy i.e petrol, diesel, gas etc.
The waste heat containing exhaust gases from the conventional two wheeler
and four wheeler are recovered in three different methods .
i) By introducing an additional combustion chamber to inject the additional suitable fuel and
then allow it to expand which forms the part of turbo charger unit. And this additional fuel is
burnt through the waste heat from the exhaust.
ii) Waste heat can be used to produce the electrical energy by using a thermoelectric
generator.
iii)In the third methodology energy recovery can be done by coupling a compressor and an
alternator to the turbine shaft for the production of electrical energy and air is compressed
which can be used for running any auto auxiliaries. Cogeneration is the method of
simultaneous production of heat and other form of energy in a process. Many cogeneration
techniques have been employed in IC engines to recover the waste heat. Turbo charging is
also a kind of waste heat recovery technique in which the exhaust gases leaving the engine
are utilized to run a turbine to produce power.We are using the high pressure jet of exhaust
from the IC engine to run the vehicle.

Working Principle:-

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This arrangement is showing that how the designed system will work exhaust containing the hot flue
gases these gases are injected through the injector to the turbine then turbine rotor which is already
keyed to the generator through the shaft and mechanical energy is converted into the electrical energy
and this produced energy is stored into the battery.And this battery is connected to the Electric motor
which will work as a power for the vehicle to move on.
System description
I) Exaust system
An exhaust system is usually piping used to guide reaction exhaust gases away from a controlled
combustion inside an engine or stove. The entire system conveys burnt gases from the engine and
includes one or more exhaust pipes. Depending on the overall system design, the exhaust gas may
flow through one or more of:
x Cylinder head and exhaust manifold x A turbocharger to increase engine power. x A catalytic
converter to reduce air pollution. x A muffler / silencer , to reduce noise.
II)TURBINE ROTOR
Turbine is designed in such a manner that it can be attached to the exhaust nmanifold of a vehicle.To
produced the mechanical energy a high velocity jet of exhaust gases is introduced in the turbine
through the inlet of the turbine which is already attached to the injector.
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III) ELECTRIC MOTOR
The chosen architecture for the electric motor is the Surface Permanent Magnet Synchronous Motor,
which can assure a high torque density with reduced weight and space required. The electrical
machine has its rotor keyed to the drive shaft of the internal combustion engine, and is capable to
supply torque MOSIM'12 - June 06-08, 2012 - Bordeaux France such that the overall engine torque
for the hybrid vehicle.
IV) BATTERIES
The battery pack has been designed considering Lithium-Polymer cells, which have the advantages of
not being ammable and to have a exible structure that can assure a smarter usage of the available
space.
V) GENERATOR
There are two main types of generators. (1) Direct-current (DC) generators produce electric current
that always flows in the same direction. (2) Alternating-current (AC) generators, or alternators,
produce electric current that reverses direction many times every second. Both kinds of generators
work on the same scientific principles. But they differ in the ways they are built and used.
How a Generator Works
Basic Principles.
A generator does not create energy. It changes mechanical energy into electrical energy. Every
generator must be driven by a turbine, a diesel engine, or some other machine that produces
mechanical energy. For example, the generator in an automobile is driven by the same engine that
runs the car.
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AIR CONDITIONING SYSTEM BASED ON AN ABSORPTION
REFRIGERATION CYCLE USING ENERGY FROM EXHAUST GAS
OF AN INTERNAL COMBUSTION ENGINE.
Vapour absorption refrigeration system The vapour absorption refrigeration is one of the oldest
methods of producing refrigerating effect The vapour absorption system uses heat energy, instead of
mechanical energy as in vapour compression systems, in order to change the conditions of the
refrigerant required for the operation of the refrigeration cycle This refrigeration system consists of a
condenser, an expansion valve and an evaporator similar to a Vapour Compression Refrigeration
System. But the compressor of the Vapour Compression Refrigeration System is replaced by a
generator, an absorber and a small pump.
A Vapour Absorption Refrigeration System utilizes two or more than two fluids which has high
affinity towards each other, in which one is the refrigerant and the other is the absorbent. The process
of working of this refrigeration system is that a mixture of refrigerant and an absorber (i,e. strong
solution) is pumped from the absorber using a small pump to the generator. The generator is the main
unit of the whole refrigeration system. This is the place where heat is supplied to the strong solution.
Due to the supplied heat to the mixture in the generator the refrigerant is separated from the strong
solution and forms vapour. The remaining weak solution flows back through a restrictor in to the
absorber. The refrigerant is then allowed to pass through a condenser where the heat of the vapour is
extracted and the refrigerant temperature is brought to the room temperature. This cooled refrigerant
is then passed through an expansion device where during expansion the temperature of the refrigerant
falls below the atmospheric temperature. This cold refrigerant is then passed through an evaporator
from where the refrigerant absorbs heat and produces refrigerating effect. The refrigerant coming
from the evaporator is hot and it is passed to the absorber. The weak solution coming from the
generator mixes with the refrigerant coming from the evaporator in the absorber due to high affinity
towards each other for the two fluids, hence forming a strong solution. The formed strong solution is
again pumped into the generator and the cycle repeats itself.
Methods of implementation of vapour absorption system in an automobile For a road transport
utilizing Vapour Absorption Refrigeration System heat energy can be supplied in two ways: Using
heat of combustion of a separate fuel by using a separate fuel for working the refrigeration system i,e.
a fuel for example natural gas can be used for the working of a vapour absorption refrigeration
system. This can be achieved by burning the fuel in a separate combustion chamber and then
supplying the generator of a vapour absorption refrigeration system with the products of its
combustion to produce the required refrigerating effect. However this prospect is eliminated since it
requires a separate fuel and a separate combustion chamber which makes it uneconomical and the
system becomes inefficient.
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Mechanical Turbo-compounding
A compressor and turbine on a single shaft, It is used to boost the inlet air (or mixture)
density. Energy available in the engines exhaust gas is used to drive the turbocharger turbine
which drives the turbocharger compressor which raises the inlet fluid density prior to entry to
each engine cylinder. The fig shows a turbocharged and turbo-compounded internal
combustion engine is shows in fig. 6. The turbo demonstrates a method that is presently
utilized widely to convert waste energy to improve the efficiency and power output of the
internal combustion engine. The problem with current turbochargers is that they do not
extract all the possible energy available. The concept of using a turbine to recover energy
comes from the turbocharger. The turbocharger is a mechanism that increases the power
output of the engine using a turbine. Rather than using the turbine to power a compressor, the
turbine could be connected to a generator. Alternatively, a series of turbines could be
connected to a series of generators.
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Fig. Turbocharger If an efficient design was implemented the alternator could be removed
from the car to improve the efficiency of the engine by lowering the load on it and by
decreasing the weight of the car itself. A turbine of this nature would have to be situated after
the catalytic converter

A Heating Purpose
Waste heat can be utilized for the heating purpose like space heating, Preheating intake air
and fuel, dryer etc. Typical examples of use would be preheating of combustion air, space
heating, or pre-heating boiler feed water or process water etc. waste heat recovery system can
utilized for pre heating intake air and intake fuel
The investigate effect of preheating intake air on Nox emission on diesel engine. They have
design waste heat recovery for preheating intake air, and fabricated and its effect has been
tested on diesel combustion and exhaust emissions. Result shows that NOx emission is
reduced with the new air preheating waste heat recovery setup. Higher inlet air temperature is
caused the lower ignition delay, which is responsible for lower NOx formation with air
preheating. Uniform or better combustion is occurred due to pre heating of inlet air, which
also causes lower engine noise. They have represented easy vaporization and better mixing of
air and fuel occur due to warm up of inlet air, which causes lower CO emission. Heat energy
is recovered from the exhaust gases, which causes lower heat addition, thus improving engine
thermal efficiency. Low grade fuel, such as, kerosene can be used in diesel engine by
blending with conventional diesel fuel. Using the air preheating system and 10% kerosene
blend as fuel, the thermal efficiency is improved and exhaust emissions (NOx and CO) is
reduced as compared to neat diesel fuel without using air preheating system. F.
Karaosmanoglu [19] studied use of alternative fuel in internal combustion engines leads to
some problems such as poor fuel atomization and low volatility mainly originated from their
high viscosity, high molecular weight and density. It is reported that these problems may
cause important engine failures such as piston ring sticking injector coking, formation of
carbon deposits and rapid deterioration of lubricating oil after the use of alternative fuel for a
long period of time. Waste heat recovery is useful for preheating alternative fuel so reduce
viscosity of fuel, better fuel atomization and low volatility of fuel.
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CONCLUSION
It is ensured from this work that NOx which is the most hazardous automobile emission is
largely reduced but on the other hand, this prescribed pollution control system definitely
produces a marginal efficiency loss of 4-8%. This has to be compensated by the rider as his
contribution for human welfare by creating a pollutant free atmosphere.
Since two wheelers has seen a very high utility these days, any method of decreasing NOx
emission which is a major pollutant is a must to be implemented by the motorcycles
manufacturing units in their future launches to conserve environment.




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REFERNENCES
1) Internal Combustion Engine" by R.K Rajput.
2) Internal Combustion Engines by V Ganesan
3) en.Wikipedia.org.
4) www.howstuffworks.com