CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION
An automobile air conditioner provides adequate comfort of cooling to the passenger, under a various conditions. In automobile air conditioning the loads factors are changing rapidly and constantly, while moves over highway at different speeds. As the car moves faster there is a an greater amount of the infiltration in the car and heat transfer between the outdoor air and the car surface which is increased. When driving to the grassy terrain, much less radiant heat is experienced then while passing through the sandy flats or rocky hills. Therefore, the car is subjected to different amount of heat load when its orientation changes during the journey.
An automobile engine utilize, approximately 35% of available energy and mostly the energy is waste in the automobile, it utilize about 5% of total energy. Therefore, automobile become costlier, an uneconomical and less efficient and also decreases the life of the engine and maximize the fuel consumption. For small cars compressor needs near about 3bhp to 4bhp, a significant ratio of power output. A car air conditioning system is proposed to operate by an exhaust gas.
1.2 PROBLEM DEFINATION
1.2.1 Where is the problem?
The first engine (steam engine) was invented by James Watt [Born: 19 January 1736 / Died: 25 August 1819]. It was a large size external combustion engine and its efficiency was also not considerable, i.e. approximately 35%. After remarkable improvement and development in the field of the engineering, we got, an latest and compact internal combustion engine running on vapours of diesel engine and gasoline efficiently and comparatively to steam engines. But the efficiency of the modern engines also, somewhere in the range lies between 30% to 40% only. That suppose to mean that we utilize only 2/5 parts of the total fuel that we burn and the rest of them is .
Now while talking about heavy duty vehicles such as buses, trucks, etc, the efficiency of these heavy duty vehicles is low than that of the other vehicles we used. Reason behind them is that the way of using, by means of transporting goods, mining activities and various other jobs. Meanwhile a lots of heat energy wasted or waste heat generated which does nothing rather than raising the body temperature of the driver sitting inside the vehicle and cause global warming.
Although the driver doesnât pay any extra money for the air conditioning but he, earn it. At that time we cannot compromise the milage of trucks as it is already very less. So what can be the solution for this problem.
1.2.2 Mileage issue for the vehicle
People donât realize that turning on the air conditioning reduce the number of miles per gallon of car. Energy used in eliminating the heat energy and wetness from the air and these consumes petrol because of extra engine load.
AC system we are using nowadays in vehicle is reliant on the energy of engine. It reduce the efficiency of engine. It is enough to run one extra machine in car. But when it comes to heavy duty vehicle, successively AC will leave only few kilometers of mileage, as its efficiency is very low compared to the other vehicles. Something that can be change by using the waste heat energy develop by the engine.
The engine produce heat every time its running, whatsoever you donât use to warm up the cabin, that just goes outside of through the radiator and the exhaust manifold in the form of the flue gases. All the energy in the vehicle comes from the engine, which may be directly or indirectly in the form of the mechanical and electrical energy. Electrical energy which produce with the help of the alternator.
The job the engine is to rotate the shaft. The shaft is connected to the transmission and then to wheels, it also connected to some belts that turns your alternator, water pump, and air conditioning compressor, or may be other components. The AC compressor is connected with the clutch, when it is not in use it will uncouple from the engine, but when it turns an load on the engine growths. Every electrical operated component connected to the alternator, are also responsible for growing load on the engine, which also affect the mileage of the vehicle.
1.2.3 Source of heat
In automobile we know that 2/5 part of energy is untouched in the form of wasted heat energy through the engine cylinder, released to the atmosphere via cooling oils and considerable amount through the exhaust gases. The heat released through the exhaust, the temperature of the gases lies between 150 to 400 degree Celsius. That unused heat energy can be used to run or operate the components of the vehicles such as alternator, water pump, AC compressor, and some of the other components. Employing this wasted heat energy improves the efficiency of the vehicle, and reduces the fuel consumption by engine.
1.2.4 Conventional AC system
Air conditioning is the process of altering the air properties to more comfort condition and distributing the air to occupied space such as vehicle or building to improve the thermal comfort and indoor air value. It also reduces the level of moisture or humidity from air. The working of all air conditioner is similar whether it is of cars or buildings. Main components of AC vehicle and their functions.
Main principles are Evaporation, Condensation, Compressor and Expansion. Different component are used to perform different functions.
Evaporator: The evaporator is the device which looks similar to that of the cars radiator. It has fins and tubes which is mounted inside the passenger compartment. The liquid refrigerant from the expansion valve enters into the evaporator where it boils and changes to vapour. The function of evaporator is to absorb the heat from the surroundings or medium which is to be cooled. The blower fan inside the passenger compartment pushesâ the air outside over the air outside the evaporator, so cold air is circulated in the car. The moisture from the air is reduced, and condensate is collected and drained away.
Compressor: It is the work horse power for the air conditioning system, powered by a driven belt connected to the crankshaft of the engine. The main function of it is to increase the temperature and pressure of the refrigerant vapours. It also continuously circulates the refrigerant through the refrigerating system. Compressor must drive by some prime mover.
Condenser: The function of the condenser is to remove heat from the hot vapour refrigerant discharged from the compressor. It is mounted on the front engine radiators. The heat from the hot vapour refrigerant is removed by passing through the walls of the condenser tube and then to the cooling mediums.
Receiver: Now the liquid refrigerant moves to receiver-dryer. This is the small vessel for the liquid refrigerant, and removes any moisture that may leaked into the refrigerant. Moisture in the system causes havoc, with ice crystal causing blockages and mechanical damage.
Expansion Valve: The pressurized refrigerant flows from the receiver-drier to the expansion valve. The valve removes pressure from the liquid refrigerant so that it can expand and become refrigerant vapour in the evaporator.
Refrigerant: The fluid that passes around the whole system of the refrigeration. The refrigerant can evaporate at a low temperature, and then condense again at a higher pressure. In the old days, R-12 was the refrigerant used in almost all cars. It was easily available, however it was found it is responsible for the hole in the earth’s ozone layer as it was a chlorofluorocarbon (CFC). These refrigerants were discontinued to use, and all cars after 1996 use a non-CFC fluid called R-134A which is eco-friendly.
1.2.5 Which of these components consumes the maximum energy from the engine?
Yes, it is compressor. So only the way to improve the AC system without compromising the mileage of vehicle is to operate AC compressor by using wasted energy, i.e. Exhaust gas. And this what our project is all about.
1.3 Aim and objectives
The main motto of our project is to operate supportive components such as water pump, alternator, AC compressor, and may be some of the other component, by using wasted energy by the engine, i.e. exhaust gas. For us AC compressor is the main component to run by exhaust gas.
Improving the efficiency of the vehicles which the primary concern for the vehicle operators and manufacturers. These particularly is the main objective for the heavy duty vehicles for which fuel cost is more significant then overall operating cost. And to utilize the wastage energy by the engine which improves the efficiency of the vehicles and also low consumption of fuel due to the load reduction from the engine.
CHAPTER 2
LITERATURE REVIEW
1.) Lennart Johansson, Exhaust gas alternator system.
An exhaust gas alternator for a diesel powered motor vehicle includes a Stirling engine operating through a heat input of the waste heat from a diesel engine exhaust gas to drive an electrical alternator. The cooler of the Stirling engine receives liquid from the engine coolant. An auxiliary diesel fuel burner may be operated to provide the heat input for say Stirling engine when the diesel engine is not operated. The system may use an exhaust circuit having a catalytic converter.
2.) William .B. Retallic, Air conditioner for automobile.
An air conditioning for automobile includes two pairs storage cells of hydrogen. Each two of the cells include a hydride forming material, which absorbs hydrogen while generating heat, and releases the hydrogen while absorbing the heat. One pair of cells operate as an air conditioner, absorbing heat from the inside of an automobile and releases heat to outside. The other pair is regenerated by suppling heat from the exhaust to one of the cells, while allowing heat to generate at the other cells of pair to be discharged to outside. A system of valve arrange such that one of the cell is always functioning as an air conditioner while other cell pair is being regenerated.
3.) Kazuyoshi Obayashi, Keisuke Tani, Tamllra, Exhaust gas-driven generator system and method of controlling electrical system.
An amount of electrical power generated by an exhaust gas- driven rotating electric machine is determined corresponding to an operating point, an increased amount of fuel by an exhaust gas-driven electric power is some what smaller than the engine driven alternator power generation. The power generation can be the performed by effective utilize of exhaust energy of the engine.
4.) Richard .F. Stockman, Waste heat recovery.
Apparatus which reduce the high temperature of the gas exhausting from an incinerator to a predetermine low temperature at which exhaust gas may effective and efficient utilize by a waste heat boiler comprised of standards materials.
5.) Jassin Fritz, Georgios Bikas, Gabor Ast, Alexander Simpson, Thomas Johannes Frey, Rodrigo Rodriguez Erdmenger, System and method for waste heat recovery in exhaust gas recirculation.
A system and method for the Waste heat recovery in exhaust gas recirculation is disclosed. The system includes an engine have both an intake manifold and an exhaust manifold, an exhaust conduit connect to the exhaust manifold, and a turbocharger having a turbine and a compressor, the turbine connected to the exhaust conduit to receive a part of the exhaust gas from the exhaust manifold. The system includes an EGR system connected to the exhaust conduit to receive a part of the exhaust gas, the EGR system including an EGR conduit that is also connect to the exhaust conduit to receive a portion of the exhaust gas, a heat exchanger connect to the EGR conduit and being configured to extract the heat from the exhaust gas, and a waste heat recovery system connecting to the heat exchanger and that configured to capture the heat extracted by the heat exchanger.
6.) John F. OâConnor, Axial flow impeller with improved blade shape.
An axial flow impeller for low pressure ratio applications in the range lies between 1.03 and below and the comprising a hub carrying a plurality of circumaxially arranged air moving blades. Each of the blade having a root portion that attached to the hub and a radially outwardly disposed at the tip portion. The camber of each blade reduces from root to the tip with 0.1203 root camber and .023 tip camber for the ratio of 5.23 to 1. Pitch reduces from the root to tip with a root pitch 46° and a tip pitch 27.4″ for the ratio lies between 1.68 to 1. The chord increment from root to tip with a 1.528 inch root chord and a 2.59 inch at tip chord for the ratio lies between 1.7 to 1. The blade camber and chord both of them changes gradually at the blade inner and the mid portions with 35% of camber decrease in the outermost of 20% of the blade span, and with substantially all of the chord increment occurs beyond the blade midpoint.
7.) Tomonari Taguchi, Exhaust recovery power generation device and automobile equipped therewith.
An Exhaust gas which is discharge through the exhaust pipe. The cooling water circulation path includes a cooling water pipe arranged along the path of the exhaust pipe. The plurality of thermoelectric power generation elements are connected to the exhaust pipe and cooling water pipe successive manner of the upstream toward downstream of the exhaust gas. The cooling water pipe passes cooling water and exhaust pipe passes the exhaust gas both in opposite direction, so that the downstream stack has increased the temperature difference between the exhaust pipe, and stacks provide the power output having reduced the difference, and hence there is an increment of the total power output. Thus an exhaust heat recovery power generation device can that provide increment in thermoelectric conversion efficiency without complicating pipe.
8.) Mark .E. Turpin, Clayton smith, Gary .A. Salmonson, Shawn John Kipka, David W Strombeck, Exhaust cooler.
Internal combustion engine is coupled with the electric power generator. An exhaust manifold for the engine includes the exhaust conduit. A housing also include a catalyst in the fluid communication with the conduit to receive the exhaust produced by the engine. The catalyst is capable to decrease one or more constituents of the exhaust gas.
9.) Magdi K. Khair, Method and apparatus for exhaust gas recirculation control and power augmentation in an internal combustion engine.
A system which controlling the exhaust gas recirculation power rates and the power augmentation of a turbocharge internal combustion engine works on diesel fuel or other fuels. Exhaust gas from the exhaust manifold is used to drive the turbocharger. Exhaust gas passes through the filter trap. Filtered intake air supply as an second input of the electronically controlled diverter valve. A mixture output of the intake air and recirculate exhaust gas from the diverter valve to an electrically driven compressor and then further to intake manifold of the diesel engine. The combination of the electronically controlled diverter valve and the electrically driven com pressor controls exhaust gas recirculation power rates and smoke limited power output at speeds below the peak torque speed of the associated engine respectively. Above the peak torque speeds, the turbocharger generally supply all required intake of air to the engine and the electrically drive the compressor supply only recirculated exhaust gas to control NOx emissions from the engine.
10.) Agtuca Peter, Exhaust Generator Assembly.
An generating electricity from a relatively low velocity exhaust permission produced by the blower on a piece of an machinery. The apparatus includes a fan assembly and a generator that located inside the outer housing mounted on a base. Attaching to the base and extending in housing is a conical tunnel with a bypass gate that closes the tunnel and the control the flow. The fan assembly includes a plurality of fixed vanes that extend transverse into the path of the exhaust gas attached to two side of the plates that rotate freely around the frame’s center axis. Attaching in inside of side plate is a low RPM generator and two rotating magnetic plates and fixed stator disc with them coil members forms. The apparatus controller (PLC) coupled to sensor that monitor the exhaust emission velocity and deliver to the tunnel, and the fan assembly RPMs and the bypass gate in the given tunnel. During operation of the PLC is constantly monitoring and makes adjustments to the position of the bypass where the flow of exhaust gas to the fan assembly, so maximum amount of electricity can be produced without negative impact on the machinery’s performance.
CHAPTER 3
METHODOLOGY
3.1 EXPERIMENTAL SET UP
Here, block diagram shown above in fig.3.1 is the experimental set up of our project. The exhaust gas developed while running of engine, which is one of the waste energy, we are going to use in our experiment. Exhaust gas from the engine which passes through the exhaust manifold, further exhaust manifold is connected with the impeller. The exhaust gas passes from the manifold to the impeller. Here, impeller is source of developing more power, impeller is operated by exhaust gas. Certain, extra amount of exhaust gas discharge through the tail pipe. Power developed by impeller, runs the supportive components such as water pump, alternator, AC compressor and may be some of the others which is connected to the engine. The main component to operate is an AC compressor which consume large amount of the energy from the engine. If it is possible to run AC compressor directly there is no use of an alternate option. If it is not possible then the instead of the AC compressor, an alternator will be run first. The alternator is a device which generate electricity, that electricity generated by the alternator is able to run the AC compressor and the extra amount of the electricity is used to charge the battery.
By performing this experiment we are going to use the wasted energy by the engine. The large amount of the energy is wasted in the form of the heat dissipation, frictional losses, and certain amount of the energy in running all supportive components connected to engine. If this experiment achieve success, there will be lots of benefits in the field of the automobile engineering. These will increase the efficiency of the vehicle by utilizing the exhaust gas energy which is wasted by the engine, by separating supportive component from the engine which consume certain amount of energy, and all of that components will run by the exhaust energy which responsible for reduction load from the engine, the level of fuel consumption is also reduce by the vehicle. These will more beneficial for the heavy duty vehicles such as trucks, buses, without compromising the mileage of the vehicles. The large amount of waste energy is developed by the heavy duty vehicles comparing to other vehicles. This waste energy does nothing then effecting to the environment, which would be responsible for the global warming, and here by performing this experiment we are going to utilize that amount of the wasted energy, without effecting the efficiency of the engine.
3.2 FLOW DIAGRAM
3.3 MEASURED DATA AND HEAT LOAD CALCULATION
To generate base line data, the engine is permissible to run at different throttle (One â”fourth and half) position seeing the engine speed as running parameters. The mass flow rate of fuel, mass flow rate of air, temperature of the exhaust gas is measured is given in table shown below.
The determination of actual load is very difficult in air conditioning because of the variation of load due to the climatic change when car is exposed during the long journey. The cooling load of automobile is considered at steady state. The cooling capacity is affected by outdoor infiltration into car and car.
Throttle Position opening Engine Speed Air Pressure Time for consumption of 25 c.c. fuel Exhaust Temperature Mass of fuel Mass of air Useful exhaust heat
rpm mm of H2O second 0C Kg/sec (10-5) Kg/sec (10-4) KJ KJ/sec
1/4th 3500 7.4 40 622 46 64 3.98
3000 7.9 57 605 32 67 3.91
2500 7.2 48 566 38 64 3.50
2000 5.6 42 623 44 56 3.49
1500 4.9 41 582 45 52 3.05
half 3500 14.8 34 669 54 91 6.02
3000 15.9 29 615 63 94 5.74
2500 12.3 24 648 77 83 5.47
2000 9.4 32 595 57 73 4.31
1500 6.8 39 588 47 62 3.61
Heat Load Amount of heat (KJ/hr)
Solar radiation (roof, walls, glasses) 300
Normal heat gain through glass 1200
Normal heat gain through walls etc. 4300
Air leakage 1000
Passenger including driver 1200
Total 8000 KJ/hr or 2.22 KJ/sec
3.4 COMPONENTS
3.4.1 IC engine
An internal combustion engine are those engine in which the combustion of fuel takes place inside the cylinder. The fuel used in IC engine are either petrol or diesel. The petrol engine also known as spark ignition engine, the proper proportion of air and fuel is in carburetor and fed to the engine cylinder where it is ignited by spark plug. The diesel engine also known as compression ignition engines, only air is supplied to the engine cylinder during suction stroke and it is compressed at high temperature from 600degree to 1000degree Celsius. The quantity of fuel injected into the cylinder in form of fine spray and ignites when come in contact with the hot air.
The operating cycle of IC engine completed either by two strokes or four strokes of the piston. An engine which require two stroke of piston or one complete revolutions of the crankshaft to complete the cycle is known as two stroke engine. Similarly for four stroke engine which require four stroke of piston or two complete revolutions of crankshaft to complete cycle is known as four stroke engine.
3.4.1.1 Working of two stroke SI engine
The proper amount of air fuel mixture from the carburetor enters to the crankcae through the inlet port during the upward motion of the piston. At same time mixture in the cylinder compressed, ignited when the piston is just at T.D.C. The combustion takes place and the piston motion imparting the motion to the crankshaft. During the downward motion of the piston the mixture in the crankshaft is compressed, futher pushes into the cylinder through the transfer port, which pushes out the exhaust gasese through the exhaust port, and at the same time filling of the new charge. This process is called as cross-flow scavenging. The whole cycle completed in one revolution of the crankshaft.
3.4.1.2 Working of four stroke SI engine
The cycle takes place in two revolution of the crank shaft, as shown in the fig.3.3. (a) suction of air-fuel mixture during the downward movement of piston, the piston moving away from the cylinder head creates a pressure difference and the pressure reaches below the atmospheric pressure at one third of the piston stroke. The depression depends on the load and the speed of the engine. (b) compression stroke in which both inlet and exhaust valve are closed, and the charge is compressed when the piston moves from B.D.C to T.D.C. At the end of the compresssion stroke the charge is ignited by a spark plug. (c) pushing the piston away from the cylinder head is called as power stroke or expansion stroke. At the end of the power stroke the inlet valve remains closed and exhaust valve opens. (d) The end of these stroke is called exhaust stroke. During this stroke the exhaust gases discharge outside of the cylinder through exhaust valve, when piston moves from B.D.C to T.D.C. These cycle completed in the four stroke.
3.4.2 EXHAUST MANIFOLD
Exhaust manifold is the set of the pipes carrying exhaust gas from the cylinder head to the exhaust system. Generally it is made of the cast iron so it is capable to withstand the heat of the exhaust gas. A smoother flow of the exhaust gas is provided by two in one manifold as compared to the simple design of the exhaust manifold. The manifold is designed to minimize the restriction to the flow of exhaust gases. The exhaust manifold are design according to the given chassis, limit space is available for the exhaust manifolds. Now in modern engines often have provision for a thermostatic heat riser valve to direct exhaust gases through the intake manifold cross-over passage during warming up.
3.4.3 IMPELLER
An impeller is a rotating component, usually made of iron, steel, brass, aluminum, plastic. In many cases it also called as rotor. Here, engine exhaust gas is used to operate the impeller, which is further connected to the compressor or alternator by pulley. If it is possible to run the compressor by impeller at certain rpm developed by impeller and if no then impeller is used to operate alternator, which further generate electricity which further drives the motor to run the AC compressor.
3.4.4 AC COMPRESSOR
DETAILS OF COMPRESSOR
Model No. 10P08
Type Swash Plate
No. of pistons 5
Displacement 82cc
Compressor oil Denso-8
Mountings 3
Type of pulley Single / Poly-groove
It is the machine used to compress the vapour refrigerant from the evaporator and raise its pressure so that corresponding saturation temperature is higher than that of the cooling medium. It continuously circulates the refrigerant in the refrigerating system. The gas drawn in is compressed to over 14.1kg/cm2 which comes it to get very hot.
0C=5/9 [0F + 32]
0F=9/5 [0C + 32]
Refrigerating effect of a refrigerating machine is expressed as KJ/min.
Ton of refrigeration:
In FPS system the latent heat of fusion of ice is 144BTU/lb which means that one lb of ice absorbs 144BTU of heat when it melts one short ton (2000/hr) of ice, therefore absorbs 2000*144 or 288000 BTU of heat. In other words when one ton of ice melts in 24 hours it will produce cooling effect at the rate of 2800/24 or 12000 BTU per hour or 12000/60=200 BTU per minute. This rate of cooling has been designed as a ton of refrigeration, so ton of refrigeration is not a unit mass but it is measurement of the rate of heat transfer.
In MKS system of units 72000 kcal per 24hours or 3000kcal/hour or 50kcal/min rate of cooling means one ton of refrigeration. Hence a machine having its capacity to produce cooling effect of 200 BTU/min or 50kcal/min is classed as a one ton machine one ton of refrigeration means removal of 3.0384*10^5KJ in 24 hours or 2111 kg/min or 3.516 KJ/s.
1 ton =3.516 KW
VAR low grade energy use heat, used pumps and controls, energy supply, is high one half of refrigerating effect performance do not effect load variation. VCR gas compressed in compressor, pressure about 15kg/cm2, 215psi and temperature about 70degree Celsius. At condenser temperature is 62degree Celsius. At evaporator outlet 3degree Celsius and 2.1kg/cm2 (30 psi).
3.4.5 ALTERNATOR
Alternator is device or the component in the vehicles which converts mechanical energy into electrical energy. Mostly alternators are used in modern automobile to charge battery and to power the electrical system when engine is running. In olden days, automobiles uses DC dynamo and generators with commutators but, now a days instead of that alternator is used due to availability of affordable silicon rectifiers. Encouraged because of increasing in use of electrical power in automobile, the electrical component increases load on the engine. DC generator use commutators to induce emf while in alternator the commutator is not required to induce emf. The alternator works on the principle of electromagnetic induction.
In case of alternators the winding terminology is slightly different than that of dc generators. And the stationary winding is called as âStatorâ while rotating winding is called âRotorâ.
3.4.5.1 Stator
It is a stationary armature, consists of a core and the slots to hold the armature winding similar to dc generator. It use laminated construction, it is generally used to keep down the eddy current losses. The entire core is fabricated in a frame, that is made of steel plates. Here, frame does not carry flux and it only support the core, and ventilation is maintained with the help of the hole cast in the frame.
3.4.5.2 Rotor
Two types of rotor used in alternator, (a) Salient pole type and (b) Smooth cylindrical type.
Salient type: Here poles are built od thick steels lamination and poles bolted to the rotor. Pole face are given with specific space and field winding is provided on the pole shoe. These have large diameters and small axial lengths. Mechanical strength of the salient type is less, low speed alternator within the range from 125rpm to 500rpm. Prime movers are used to drive such motors.
Smooth cylindrical type: It is also called as non-salient type or non-projected pole type of rotor. It consists of smooth solid steel cylinder, having number of slots to accommodate the field of coil. Here slots are covered with the help of steel or manganese wedges. Un-slotted portion of the cylinder itself act as a pole. These rotors having a small diameters and large axial lengths. Advantage of these type of rotor is mechanically very strong and preferred as very high speed alternators, the range lies from 1500rpm to 3000rpm. The high speed alternators are also called as turboalternator.
3.4.6 BATTERY
A battery is one type of device which store chemical energy and converting into electrical energy. This is the one of the most important component of the vehicle in which electrical system of the vehicle depends on this system. It supplies to operate the lighting and various accessories, when engine is not in running condition. The storage battery is the foundation block structure in the electrical system of vehicle.
Types of it is :
(a) Alkaline battery
(b) Zinc-air battery
(c) Nickel-Metal hydride battery
(d) Lithium-ion battery
And the most widely used is lead- acid type battery.
Sr. No. Type of battery Specific energy (Wh/kg) Specific cost (U.S. $/kWh)
Present Potential Present Potential
1 Lead- acid 35 55 125 75
2 Nickel- Cadmium 40 60 540 115
3 Nickel-Metal-Hydride 65 120 570 110
4 Lithium-Polymer – 200 – 100
The capacity of battery define the amount of current it can delivered when fully charged. And it depends on the number and the area of plates in the cell, and quality of the electrolyte present.
Sr. No. Specific gravity
Climates usually below 32 degree Celsius Climates usually above 32 degree Celsius
1 1.290 1.230
2 1.200 1.140
3 1.110 1.050
Sr. No Make Type Capacity( amp. hr. at 20 hour rating)
1 Maruti 800 NS-405 30
2 Hindustan Ambassador Exide 6XCV9R-12V 62
3 Fiat 1100 Exide 6XCV9R-12V 62
4 Jeep Universal Exide 6XTA9R-12V 50
5 Dodge Exide 6XCV9L-12V 62
6 Ashok Leyland Exide 6XCS19L-12V 139
7 Standard 11 plates, 12 volts 75
8 Tata diesel vehicle 12 volts battery 180
3.5 ADVANTAGES
ï,§ Fuel efficiency of the vehicle is improved.
ï,§ Reduction of load from the engine.
ï,§ Usage of wastage energy i.e, energy lost by the engine in exhaust gases.
ï,§ Reduction of frictional losses that account in engine efficiency reduction.
ï,§ Effective engine block cooling from outside by reduction of components covered the cylinder block.
3.6 DISADVANTAGES
ï,§ Cost of vehicle increased due to addition of components.
ï,§ Chances of back pressure in exhaust manifold if proper care is not taken, while designing the system.
ï,§ Maintenance of vehicle is increase
3.7AEIOU
3.8 EMPATHY
3.9 IDEATION
3.10 PRODUCT DEVELOPMENT
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