After combustion is completed and the resulting high-pressure gases have been

used to transfer work to the crankshaft during the expansion stroke, these gases
must be removed from the cylinder to make room for the air-fuel charge of the
next cycle. The exhaust process that does this occurs in two steps, exhaust
blowdown followed by the exhaust stroke. The resulting flow out the exhaust
pipe is a non-steady-state pulsing flow which is often modeled as pseudo-
steady-state.

8-1 BLOWDOWN
Exhaust blowdown occurs when the exhaust valve starts to open towards the
end of the power stroke, somewhere around 60° to 40° bBDC. At this time,
pressure in the cylinder is still at about 4-5 atmospheres and the temperature is
upwards of 1000 K. Pressure in the exhaust system is about one atmosphere,
and when the valve is opened the resulting pressure differential causes a rapid
flow of exhaust gases from the cylinder, through the valve, into the exhaust
system (i.e., exhaust blowdown).
Flow at first will be choked and the outflow velocity will be sonic.
8-2 EXHAUST STROKE

After exhaust blowdown, the piston passes BDC and starts towards TDC in the
exhaust stroke. The exhaust valve remains open. Pressure in the cylinder resisting
the piston in this motion is slightly above the atmospheric pressure of the exhaust
system. The difference between cylinder pressure and exhaust pressure is the
small pressure differential caused by the flow through the exhaust valves as the
piston pushes the gases out of the cylinder. The exhaust valve is the greatest flow
restriction in the entire exhaust system and is the location of the only appreciable
pressure drop during the exhaust stroke.
8-3 EXHAUST VALVES
Exhaust valves are made smaller than intake valves, although the same amount
of mass must flow through each. The pressure differential across the intake
valves of a naturally aspirated engine is less than one atmosphere, while the
pressure differential across the exhaust valves during blowdown can be as high
as three or four atmospheres. In addition, if and when choked flow is occurring,
sonic velocity through the exhaust valve is higher than sonic velocity through the
intake valve.
8-5 EXHAUST MANIFOLD

After leaving the cylinders by passing out of the exhaust valves, exhaust
gases pass through the exhaust manifold, a piping system that directs the
flow into one or more exhaust pipes. Exhaust manifolds are usually made of
cast iron and are sometimes designed to have close thermal contact with the
intake manifold. This is to provide heating and vaporization in the intake
manifold.
Ideally, at the end of the exhaust stroke when the piston reaches TDC, all the
exhaust gases have been removed from the cylinder and the exhaust valve
closes. To have the valve totally closed at TDC requires the closing process to
start at least 20° bTDC.
Modern smart engines have a number of sensors in the exhaust manifold to
give input to engine controls. These can be some combination of thermal,
chemical, electrical, and/or mechanical in nature and supply information about
levels of O2,HC, NOx, CO, CO2, particulates, temperature, and knock. This
information is then used by the engine management system (EMS) to adjust
engine parameters such as AF, injection timing, ignition timing, and EGR rate.
From the exhaust manifold, the gases flow through an exhaust pipe to the emission
control system of the engine, which may consist of thermal and/or catalytic
converters. One argument says these should be as close to the engine as space
allows to minimize heat losses. On the other hand, this creates high temperature
problems in the engine compartment. These converters promote reduction of
emissions in the exhaust gases by additional chemical reaction. They are
discussed in the next chapter.

Tuning of Exhaust Manifold -....

As with intake manifolds, the runner lengths of the exhaust manifold can be tuned
to give an assist to the gas flow. Because the flow is a pulsed flow, pressure waves
are set up in the manifold runners. When a wave reaches the end of a passage or
a restriction, a reflected wave is generated that travels back in the opposite
direction. When the reflected wave is in phase with the primary wave, the pulses
reinforce and there is a slight increase in total pressure. At those points where the
waves are out of phase, they cancel each other and there is a slight decrease in
total pressure.
8-7 EXHAUST GAS RECYCLE-EGR
Modern automobile engines use exhaust gas recycle (EGR) to reduce nitrogen
oxide emissions. Some gas is routed from the exhaust system back into the intake
system. This dilutes the intake gas mixture with noncombustible, which then lowers
the maximum combustion temperature and consequently reduces the generation of
nitrogen oxides. The amount of EGR can be as high as 15-20% of the total mass
and is regulated according to engine operating conditions.
The exhaust gas recirculation (EGR) valve recirculates exhaust gases back into
the cylinders to participate in another combustion recipe. This exhaust gas
recycling main purpose is to reduce heat in the cylinder, thereby reducing the
formation of nitrous oxides (NOX). The EGR accomplishes this task by filling up
the cylinder area with these recycled fumes; therefore, there is less space for the
air/fuel ingredients. A smaller recipe is made with less burning and less heat.
Since NOX needs heat to produce, this heavy air polluter diminishes. Like the PCV,
the EGR only recycles during part throttle when you are driving along at a medium
speed. This means no recycling occurs at idle or during
highway driving, an important detail for diagnostic purposes
8-8 TAILPIPE AND MUFFLER

After exiting the catalytic converter, exhaust gases flow through a tailpipe that
ducts the flow away from the passenger compartment of the vehicle and vents it to
the surroundings. This is usually under and out the back (or side) of an automobile
and often upward behind the cab of large trucks.
Somewhere in the tailpipe section there is usually a larger flow chamber called
the mumer. This is a sound chamber designed to reduce the operating noise of
the engine, most of which is carried out with the exhaust flow. Mufflers use two
general methods of sound reduction. One method absorbs the energy of sound
pulses by flow through a porous medium. Other mufflers reduce sound by the
cancellation of waves. Instead of fully dampening all engine noise, some mufflers
are designed to give a louder, sporty sound.
The exhaust system of a Porsche 911.