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Waste heat recovery from exhaust gas of an engine by using a phase

change material
Ganesh S. Wahile a, Prateek D. Malwe b,⇑, Ajay V. Kolhe c
a
Dept. of Mechanical Engineering, Vidyavardhini College of Engineering & Technology, Vasai 401202, Maharashtra, India
b
Department of Mechanical Engineering, Walchand College of Engineering, Sangli 416415, Maharashtra, India
c
Dept. of Mechanical Engineering, Kavikulguru Institute of Technology and Science, Ramtek 441106, Maharashtra, India

a r t i c l e i n f o a b s t r a c t

Article history: An increase in the economic rapid development worldwide creates a problem of shortage of energy and
Received 13 December 2019 hence conservation of energy is the need of an hour. A recent survey shows that a considerable amount of
Received in revised form 24 February 2020 energy is released in the form of waste heat from internal combustion engines which creates another
Accepted 12 March 2020
issue of air pollution. According to the study, the conversion rate of energy supplied to an engine into use-
Available online xxxx
ful power output that is mechanical work is around 30–40%. It means that the exhaust gases contribute to
about 33% and engine cooling capacity about 30% to that of the energy supplied which results in an
Keywords:
increase in entropy and other serious environmental problems. Indeed more and more energy should
Waste heat
Phase change material
be converted into useful work. The present work consists of thermal energy storage from the exhaust
Twin-cylinder 4-stroke diesel engine gas of twin-cylinder four-stroke diesel engines with the help of sodium nitrate being used as the
Thermal energy storage Phase Change Materials (PCM) and the energy available in exhaust gas without Phase Change
Materials. The test of fuel used as diesel for both with and without PCM. The exhaust gases from the
twin-cylinder four-stroke diesel engine without PCM contain 45.1% energy transferred to the atmo-
sphere. The exhaust gases with a thermal energy storage system exchanging of heat to the PCM. The
PCM stored thermal energy 5.5% of total energy from the exhaust during the charging process and
reduced emission control by reducing energy transferred to the atmosphere form 45.1% to 39.5%. The
thermal energy from the PCM discharged and used to generation of steam which can be used for different
applications. The process without PCM gives more harmful gases and hazardous to humans and the envi-
ronment, but the system with PCM gives minimum exhaust gas temperature which is minimum harmful
to humans and the environment. The utilization of waste heat and its recovery reduces the fuel required
to run the engine and lesser emission of greenhouse gases to the environment.
Ó 2020 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 2nd International Con-
ference on Advances in Mechanical Engineering and Nanotechnology.

1. Introduction
The high capacity diesel engines which run most commonly on
the road energy requirement in India has increased more rapidly
due to its economic and industrial growth. There are various
energy sources available in nature; however, they create some
uncertainty about their uses and thus, effective utilization of all
the energy sustainable resources need to be done. One such energy
resource is high capacity diesel engines which run most commonly
on roads [1]. A recent study shows that in the case of an internal
⇑ Corresponding author.
E-mail address: prateek.malwe@walchandsangli.ac.in (P.D. Malwe).
combustion engine, the heat carried away by the cooling water
and exhaust gases is around 30% to that of the total input energy
is supplied to run the internal combustion engine. This waste heat
energy should be conserved through waste heat recovery systems.
The combustion of fuel in the engine generates waste heat. The
energy conservation of this waste heat may result in the saving
of fuel. Nowadays, a modern technique of waste heat recovery
from the engine exhaust is to store the heat in the form of thermal
energy storage which later on can be used for numerous applica-
tions [2].
Out of the energy storage, the latent heat storage contributes
more to store the energy in the thermal energy storage. It is
because of its heat storage properties at constant temperature
and the ability to ensure high energy storage density factor [3].

https://doi.org/10.1016/j.matpr.2020.03.247
2214-7853/Ó 2020 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 2nd International Conference on Advances in Mechanical Engineering and Nanotechnology.

Please cite this article as: G. S. Wahile, P. D. Malwe and A. V. Kolhe, Waste heat recovery from exhaust gas of an engine by using a phase change material,
Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2020.03.247
2 G.S. Wahile et al. / Materials Today: Proceedings xxx (xxxx) xxx

The selection and design of a heat exchanger running on the opti-

mum conditions are one of the most important aspects in the area
of the waste recovery systems. The primary goal of a heat exchan-
ger is to store the heat in a storage tank by extracting heat from the
exhaust gases [4]. This can be made possible by circulating a heat
transfer fluid to extract the heat from the engine exhaust through a
separate heat exchanger and deliver the same to a phase change
material acting as the storage medium present in the thermal
energy storage reservoir. In this case, sodium nitrate is being used
as a phase change material and heat transfer fluid being used is
water [5]. This paper carried out an experimental investigation of
a waste heat recovery system from the exhaust gases coming out
of a compression ignition engine by varying the mass ratios of
the mixture of potassium nitrate and sodium nitrate being used
as the phase change materials. The experiments were conducted
at the laboratory level on shrill wet and potato wet as two local
meals. This is done in order to know the requirement of the solar
thermal energy and also to find out the charging and discharging
time required for phase change materials.
Fig. 1. Classification of Phase Change Materials.
1.1. Thermal energy storage

 Paraffin wax: It has a high specific heat capacity and is one of

The effective utilization of energy conservation devices is based
on the type of energy storage systems. Thermal energy storage per-
forms the functions of energy storage by heating, cooling, melting,
solidifying or vaporizing a given material. The energy thus is ready
to use when the above process is followed in exactly the reversed
manner [6]. The storage of solar thermal energy can be in the form
of either sensible and latent heat. A comparison between the above
two sensible and latent heat types is represented in Table 1 as
shown below.
 Sensible heat: by increasing or decreasing the temperature of
the substance
 Latent heat: by changing the phase of the substance
1.2. Phase change materials
A phase change material has the ability of heat storage in the
manner of latent heat and transition of the phase from liquid to
solid or vice versa as per the operating temperature. Their basic
objective is to reduce the absorption heat losses and thereby
releases heat. Fig. 1 shows the classification of phase change mate-
rial [7].
An organic material exhibits the properties of congruent melt-
ing, i.e., it melts and freezes subsequently without any phase sep-
aration. This, however, occurs on the verge of degradation of its
latent heat of fusion along with the self-nucleation, non-
corrosiveness and no supercooling. Paraffin and non-paraffin are
the further classifications of this organic phase change materials
as follows:
the excellent materials for heat storage. On the contrary, it
has low thermal conductivity, partially flammable and non-
compatible with the plastic storage devices.
 Non-paraffin wax: It should be kept free from oxidizing agents
are high-temperature flame as it is somewhat flammable than
the paraffin type.
An ideal organic material should possess the following desirable
properties:
 High heat of fusion
 Lower flammability
 Lower thermal conductivity
 Low flashpoints
Inorganic materials are categorized into salt hydrate and metal-
lics. Both these are less expensive and exhibit higher latent heat
storage density, their heat of fusion does not degrade with their
usage, no instantaneous supercooling and so on. Among the two,
salt hydrates are available as crystalline solids and are alloys of
water and inorganic salts. Due to the solid form as a crystalline nat-
ure, they have a high latent heat of fusion per unit volume [8].
Metallics are the metal eutectics of low melting point metals.
They also possess a high latent heat of fusion per unit volume. Sig-
nificant discrimination between metallic and salt hydrides is their
thermal conductivity. Metallic materials exhibit different proper-
ties such as high thermal conductivity, low specific heat, low heat
of fusion per unit weight, low pressure and high heat of fusion per
unit volume.

Table 1
Comparison of sensible and latent heat.

Parameters Sensible Heat Latent Heat

Definition The heat that causes a change in The heat that causes a change in the state of an
temperature in an object is called object is called latent heat.
sensible heat.
Storage density Lower than latent heat Higher than sensible heat
Volume High Small
Temperature change Higher temperature change between Smaller temperature change between storing
storing and releasing energy and releasing energy
Thermal conductivity High Low
Cost Low High

Please cite this article as: G. S. Wahile, P. D. Malwe and A. V. Kolhe, Waste heat recovery from exhaust gas of an engine by using a phase change material,
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 G.S. Wahile et al. / Materials Today: Proceedings xxx (xxxx) xxx
A eutectic material gets formed by melting the two or more
components of a material, each of which melts and freezes to form
a mixture and the same comes out as crystals due to the process of
crystallization. As eutectic aluminum freezes very near to the tem-
perature of the mixture of the crystals, it always melts and freezes
without being superheated and hence leaves very little margin of
error for the components to separate. It is followed by the melting
of both the components which again are unlikely to separate. If
phase-change material segregates, then these are usually called
as eutectics.
2. Literature review
Orr et al. [9] presented a theory that an effective conversion of
chemical energy of fuel into mechanical energy in an internal com-
bustion engine which requires an efficient heat conversion system.
A major portion of the energy gets distributed in the form of waste
heat to the engine coolant and to the exhaust gases. Instead of effi-
ciency improvement of the engine directly, the focus has been
shifted towards the indirect improvement of the engine efficiency
by connecting a waste heat recovery system. It may require to use
heat pipes and electric generators which are silent, durable, pas-
sive, candle and are present in solid-state.
Chintalaa et al. [10] discussed the method of implementation of
the Organic Rankine Cycle (ORC) as a means of extraction and uti-
lization of waste heat recovery from compression ignition engines.
It results in the production of an additional useful power output to
run the engine. A thorough study on the capability of the waste
heat coming out of the exhaust gases is carried out. Engine-ORC
system assorted with certain research challenges like suitable
organic fluid selection, design of evaporator and condenser as heat
exchangers, provision to deal with backpressure issue arises due to
the mounting of components in the line of exhaust gas system, etc.
The design of the evaporator for the engine-ORC system should be
done according to the availability of exhaust gas temperature (with
variation in the mass flow rates and exhaust gas temperatures).
The above combination yields to about lower thermal efficiency
(10–25%); the reason being the lower operating temperatures in
the ORC.
Singh et al. [11] focused on the technologies and modern
changes in the area of waste recovery systems of exhaust gases
coming out of automobiles. The primary objective was to analyze
a waste heat recovery technology necessary for internal combus-
tion engines. Such systems require a turbocharger and a turboelec-
tric generator fitted across the exhaust gas pipings. Of the total
heat input energy supplied to run the engine, nearly 30 – 40% gets
converted into useful mechanical work and the remaining 60–70%
is carried away in the form of heat due to friction, engine cooling
systems and so on. This waste heat in the form of exhaust gases
harms the environment as it releases hazardous fumes. The long-
term effects of the above are seen in the form of phenomena like
greenhouse effects, global warming, and an increase in the entropy
of the universe. Hence, by utilizing the waste heat, one can not only
control environmental pollution but also conserves the fuel
required to run the engine.
Shekh et al. [12] stated that additional power can be produced
by running a separate Rankine cycle by extracting the waste heat
coming out of exhaust gases from a 40 kW diesel engine generator
set. Accordingly, trials and experiments were conducted on this.
The performance investigation of shell and tube type as a heat
exchanger with water as the working fluid is also done. The opti-
mization of the above heat exchanger is being done with the help
of a computer simulation. This heat exchanger produces additional
power by considering the actual turbine efficiency into considera-
tions. Two distinguished heat exchangers were used – one for gen-
Please cite this article as: G. S. Wahile, P. D. Malwe and A. V. Kolhe, Waste heat recovery from exhaust gas of an engine by using a phase change material,
Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2020.03.247
3
erating vapors and other for generating the superheated vapors
respectively. The output of such systems produces an additional
power production of 10%, 9%, and 8% by using water, ammonia,
and R134a respectively as the organic fluids.
Shameer et al. [1] propose and implements a thermoelectric
waste heat energy recovery system for internal combustion engine
automobiles, including gasoline vehicles and hybrid electric vehi-
cles. The key is to directly convert the surface heat energy from
automotive waste heat to electrical energy using a thermoelectric
generator (TEG). The experimental results demonstrate that the
proposed system can work well under different working condi-
tions, and is promising for the automotive industry.
Akbarzadeh et al. [4] described herein utilizes thermoelectric
generators (TEGs) and heat pipes with its key advantage being it
is a passive solid-state design. The use of heat pipes allows for
more flexible designs as the TEG location is not limited to the
exhaust pipe surface. Testing was undertaken on a car with a 3.0
L V6 engine. In all test conditions, the power loss due to pressure
drop in the exhaust duct was always lower than the electrical
power output.
Yasin et al. [13] focus on determining the effect of EGR and palm
biodiesel on fuel consumption (SFC), exhaust gas temperature
(EGT) and exhaust emissions (NOx, CO, UHC, and CO2). Experimen-
tal works using a multi-cylinder diesel engine with EGR and simu-
lated works using Diesel-RK were performed at a constant engine
speed of 2500 rpm in full load condition. The results showed that,
from the simulated and experimental works, palm biodiesel signif-
icantly increased fuel consumption, increased NOx and slightly
decreases in other emissions including CO2, CO, and unburned
hydrocarbon (UHC). However, the use of EGR shows a significant
reduction in the NOx emission and exhaust temperature but
increases in fuel economy, CO, CO2, and UHC emissions.
Panigrahi et al. [14] carried an experimental investigation on a
four-stroke single-cylinder diesel engine fuelled with the blends of
Mahua oil methyl ester (MOME) and diesel. The performance emis-
sion, energy, and Exergy analysis has been carried out in B20
3. Experimental setup
The experimental setup consists of a twin-cylinder 4-stroke die-
sel engine and its specifications are given in Table 2:
PCM assembly with PCM in between outer and inner copper
pipe. The line diagram and the photograph of the experimental
setup showed in Fig. 2(a) and (b) respectively. A container of
PCM assembly can store about 5 L of water. An outer pipe tube hav-
ing 47.5 mm inner diameter, inner pipe tube having outer diameter
32.5 mm, 580 mm length, 80 mm height and 3 mm thickness of
inner and outer pipes. It houses the PCM in between outer and
inner copper tubes and allows the heat transfer between the
exhaust gas and PCM and also heat transfer to the water (heat
transfer fluid). The tank is made of 18 mm thick mild steel sheet
Table 2
Specifications of the twin-cylinder 4-stroke diesel engine.
Parameter Specifications
Brake Horse Power 10 BHP
Speed 1500 RPM
Cubic Capacity 1106 cc
Bore 80 mm
Stroke 110 mm
Number of cylinders 02
Dynamometer Rope Brake (Mechanical) Type
Drum diameter 28 cm
Rope diameter 30 mm
Orifice diameter 25 mm
4 G.S. Wahile et al. / Materials Today: Proceedings xxx (xxxx) xxx

Fig. 2. (a) Line diagram of the experimental setup; (b) Photograph of the experimental setup.

metal. The PCM is provided in 2 tubes; each tube contains 1.25 kg
of PCM by weight.
The tubes are placed at a distance of 8 cm apart. The setup con-
sists of 2 PCM tubes. A thermocouple is provided in copper tubes
for temperature measurement of PCM. The PCM used is industrial
grade granulated NaNO3 (Sodium Nitrate) having a melting point
range of 307 °C and water is used as heat transfer fluid. The tem-
perature of the PCM and heat transfer fluid is continuously
recorded.
The PCM is selected on the basis of the temperature of the
exhaust, phase change properties, and availability. Here, the spec-
ifications of selected PCM Sodium Nitrate and that of copper piping
are tabulated in Table 3 and Table 4 respectively.
The copper is selected as the material for tubing/piping in order
to store PCM; the reason being its higher thermal conductivity and
to enhance the heat transfer coefficient as shown in Table 5. Also, it
can be easily bent and arranged in any preferred shape. Fig. 3(a)
and (b) shows different views and copper pipe arrangement inside
the PCM assembly.
Table 3
Specifications of the selected Phase Change Material.
Parameter Specifications
Selected PCM Sodium Nitrate (NaNO3)
Melting Point 307 °C
Specific Heat Capacity 93.05 J/mole-K
Density 2.257 g/cm3
Boiling Point 380 °C
The PCM contained in each set of the pipe is 1.25 kg; the total
PCM contained in the setup is 2.5 kg. After filling the PCM, the
pipes are sealed by gas welding so as not to leak the PCM. Fig. 4
(a) and (b) represents an actual photograph of PCM assembly high-
lighting the water, steam outlets and setup during PCM filling
respectively.
4. Results and discussions
The performance investigation of a twin-cylinder 4-stroke die-
sel engine is carried by extracting the heat from the engine exhaust
gases. The experiments are performed in two sets: without and
with the use of PCM. This is done in order to study the impact of
using PCM as a means of waste heat recovery.
4.1. Testing of actual exhaust gas temperature without PCM
In this case, experiments are conducted without PCM by vary-
ing the net load on the engine from 0 to 14 kg by maintaining a
constant speed of 1500 RPM. The variation of the temperature of
exhaust gases coming out from the engine is recorded.
Fig. 5 and Table 6 show the variation in temperature of exhaust
gas coming out of twin-cylinder 4-stroke diesel engines with
respect to load variations (without using PCM). The fuel consump-
tion and temperature of exhaust gases linearly increase with a cor-
responding increase in the net load of the engine. When the engine
runs at 11 kg load, it rejects 45.1% of energy to the atmosphere.
This results in an increase in the concentration of greenhouse
gases, which affects the environment and human beings. According
to the analysis of exhaust gas temperature, we choose sodium
nitrate as the PCM having a 305 °C melting point.

Table 4 4.2. Testing of actual exhaust gas temperature with PCM

Specifications of selected copper piping.

Parameter Specifications In this case, Sodium Nitrate is being used as a PCM. The exper-
iments were performed by fixing the net load on the engine as
No. of copper pipes 4 (2 inner & 2 outer)
Inner pipe diameter 32.5 mm 11 kg and a constant speed of 1500 RPM is maintained. The varia-
Outer pipe diameter 47.5 mm tion of temperature of exhaust gases coming out from the engine
Length of every pipe 580 mm with respect to time on part load with the use of PCM is recorded
as shown in Table 7 and Table 8. Accordingly, there causes a signif-
icant change in the temperatures of PCM (temperature reduces)
with time during the discharging process. This heat from PCM is
Table 5 absorbed by water being used as a heat transfer fluid. The highest
Specifications of the selected PCM module box with the water inlet and steam outlet.
steam temperature is found to be 118 °C for PCM and water tem-
Parameter Specifications peratures of 71 °C and, 146 °C respectively.
Length of box 580 mm Fig. 6(a) and Table 7 shows a graph of the charging process of
Height of box 80 mm PCM and the variation in exhaust inlet temperature, exhaust outlet
Breadth of box 300 mm temperature and PCM temperature at a load of 11 kg. It is observed
Hole provided for the water inlet 25 mm
that, with an increment in time, the inlet and outlet exhaust tem-
Maximum temperature of steam coming out 120 °C
peratures increase linearly with a corresponding increase in tem-

Please cite this article as: G. S. Wahile, P. D. Malwe and A. V. Kolhe, Waste heat recovery from exhaust gas of an engine by using a phase change material,
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Fig. 3. (a) Photograph of side and top view of copper pipes in PCM assembly; (b) Copper pipe arrangement inside the PCM assembly.

Fig. 4. (a) Photograph of PCM assembly with the water inlet and steam outlet; (b) Photograph of setup during PCM filling.

Fig. 6(b) and Table 8 above shows the discharging process of

Fig. 5. Graph of the variation in temperature of exhaust gas coming from twin-
cylinder four-stroke diesel engines with respect to varying load.
perature of PCM. The highest values for the above are recorded as
531 °C, 452 °C, and 310 °C respectively after 90 min of engine run-
ning. The exhaust gas with PCM takes 90 min to charge PCM and
store 5.5% of total energy from the exhaust gas.
PCM and variation in water and PCM temperature for 11 kg engine
load. The temperature of PCM decreases and that of water
increases with time during engine running. The decrease in tem-
perature of PCM is from 310 °C to 70 °C, and the increase in water
temperature is from 39 °C to 146 °C for subsequent engine running
operations. The process without the use of PCM is having higher
exhaust gas temperature; results in larger heat rejection to the
atmosphere. It causes a harmful effect on the environment and
hazardous to humans. The same system with the use of PCM and
to store the energy from exhaust gas reduces temperature and con-
tains lower energy these gases reduced harmful effects on the envi-
ronment and give lesser greenhouse gas emissions. The present
work consists of energy storage from the exhaust gas and is used
for the generation of steam as per the analysis of exhaust gas tem-
perature without PCM shown in Fig. 5. The 2.5 kg PCM in the stor-
age box completely charges and stores 5.5% of the energy of the
total exhaust gases. The system can store more energy if the quan-
tity of PCM increases. It implies, 5 kg of PCM if used in the system,
can store 11% of energy from total exhaust gases. It usually
requires a design that can withstand a larger capacity of the ther-
mal storage box. However, an increased storage capacity results in
greater production of steam or a large quantity of water can be
heated up as per the application requirement.

Please cite this article as: G. S. Wahile, P. D. Malwe and A. V. Kolhe, Waste heat recovery from exhaust gas of an engine by using a phase change material,
Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2020.03.247
6 G.S. Wahile et al. / Materials Today: Proceedings xxx (xxxx) xxx

Table 6
The variation of temperature of exhaust gas coming out from twin-cylinder 4-stroke diesel engine with respect to varying load.

Sr. No. Net Load (kg) Speed (RPM) Time to consume 20 cc of fuel (s) Temperature of exhaust outlet (°C) Manometric height (cm)
1 0 1500 40 255 8
2 3 1500 31 260 8.1
3 6 1500 29 300 8.2
4 9 1500 27 320 7.8
5 11 1500 21 360 8.5
6 14 1500 18 390 9.2

Table 7
The variation in temperatures of exhaust inlet and outlet and PCM (Sodium Nitrate with time and load of 15 kg).

Sr. No. Time (min) Load (kg) Inlet exhaust temperature T1 (°C) Outlet exhaust temperature T2 (°C) Temperature of PCM (°C) Speed (RPM)
1 10 11 381 365 121 1500
2 20 11 403 384 149 1500
3 30 11 435 403 178 1500
4 40 11 452 415 211 1500
5 50 11 466 424 245 1500
6 60 11 472 429 252 1500
7 70 11 487 435 263 1500
8 80 11 493 441 278 1500
9 90 11 531 452 310 1500

Table 8
The variation in temperatures of water and PCM with time during the discharging process.

Sr. No. Time (min) Temperature of PCM (°C) Water temperature T4 (°C) Steam temperature T5 (°C)
1 3 310 39 –
2 6 265 56 –
3 9 215 72 –
4 12 175 90 –
5 15 145 102 68
6 18 102 126 102
7 21 71 146 118

Fig. 6. (a) The variation in temperature variation of PCM, exhaust inlet and outlet temperature at 11 kg load (engine speed = 1500 rpm) (b) The variation in temperature
variation of PCM and water while discharging process.

4.3. Cost analysis 5. Conclusions

The application of the process to generation of steam. The cost
required for the entire process is the cost of the PCM box (thermal
storage system), PCM and fuel (diesel) consumed to charge the PCM
is Rs. 11,120/- which is minimum cost than other processes like a
steam power plant and stem generation by using an electric heater.
The rapid development with relative energy shortage is the
motivation for waste heat recovery from exhaust gas using PCM.
The proposed system has benefits as well as certain practical chal-
lenges. It can be summarized as:

Please cite this article as: G. S. Wahile, P. D. Malwe and A. V. Kolhe, Waste heat recovery from exhaust gas of an engine by using a phase change material,
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 G.S. Wahile et al. / Materials Today: Proceedings xxx (xxxx) xxx
 Copper tubes increase the heat transfer rate. PCM is melted in
minimum time and charging done in minimum time. It takes
90 min to charge the PCM at 11 kg engine load.
 The PCM stored thermal energy 5.5% of total energy from the
exhaust during the charging process. Due to the use of PCM,
there is a decrease in heat rejection to the atmosphere from
45.1% to 39.5%.
 The thermal energy from the PCM discharged and is used to
generation of steam which can be used for different applica-
tions. The process of discharging PCM requires 20 min during
which it gives only 1.6% of energy to the water for the genera-
tion of steam and other 3.6% losses to the surroundings.
The proposed system has some practical challenges for its
implementations are summarized as follows:
 It requires a sound study and performance investigation of all
other phase change material which will tally the desirable and
the essential properties for the latent heat storage type.
 Modern technology to investigate the thermal losses from the
thermal energy storage is due to the longer duration of the stor-
age energy using phase change material and complete the same
with water as working fluid.
 A PCM with higher thermal conductivity should be preferred
due to its potential for thermal energy storage.
CRediT authorship contribution statement
Ganesh S. Wahile: Conceptualization, Methodology, Writing -
review & editing. Prateek D. Malwe: Data curation, Writing - orig-
inal draft, Writing - review & editing. Ajay V. Kolhe: Visualization,
Investigation.
Declaration of Competing Interest
The authors declare that they have no known competing finan-
cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
Please cite this article as: G. S. Wahile, P. D. Malwe and A. V. Kolhe, Waste heat recovery from exhaust gas of an engine by using a phase change material,
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7
Acknowledgments
The authors would like to acknowledge the Mechanical Engi-
neering Department, K.I.T.S. Ramtek for providing the facility to
perform the experimentations in the laboratory. Further, to
Vidyavardhini College of Engineering and Technology Vasai road
Mumbai and Walchand College of Engineering, Sangli for assisting
to publish this paper. This work didn’t receive any funding assis-
tance to carry out research work.
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