EXHAUST GAS HEAT RECOVERY POWER GENERATION SYSTEM

SYNOPSIS
This paper proposes and implements a thermoelectric waste heat energy recovery system for internal combustion engine automobiles, including gasoline vehicles and hybrid electric vehicles. The key is to directly convert the heat energy from automotive waste heat to electrical energy using a thermoelectric generator, which is then regulated by a DCDC uk converter to charge a battery using maximum power point tracking. ence, the electrical power stored in the battery can be maximi!ed. "oth analysis and experimental results demonstrate that the proposed system can work well under different working conditions, and is promising for automotive industry.

#ig. $. %nergy flow path in internal combustion engine

INTRODUCTION

%ven a highly efficient combustion engine converts only about one&third of the energy in the fuel into mechanical power serving to actually drive the car. The rest is lost through heat discharged into the surroundings or, 'uite simply, leaves the vehicle as (waste heat). Clearly, this offers a great potential for the further reduction of C*+ emissions which the ",- .roup/s engineers are seeking to use through new concepts and solutions. The generation of electric power in the motor vehicle is a process chain sub0ect to significant losses. 1uite simply because the chemical energy contained in the fuel is first converted into mechanical energy and then, via an generator, into electric power. 2ow the ",- .roup/s engineers are working on a technology able to convert the thermal energy contained in the exhaust gas gas directly into electric power. This thermoelectric process of recovering energy and generating power by means of semi&conductor elements has already been used for decades by 2343, the 54 4pace 3gency, in space probes flying into outer space. 5ntil 0ust a few years ago, however, such thermoelectric generators 6T%.s7 were unsuitable for use in the automobile due to their low level of efficiency. "ut since significant progress has been made in materials research in recent times, the performance

and output of such modules has increased significantly. To generate electric power in the vehicle a thermoelectric generator is integrated in the exhaust gas manifold. -hile the electric power such a system is able to generate is still relatively small at a maximum of +88 -, rapid progress in materials research already makes the ambitious ob0ective of generating up to $,888 - a realistic and by all means feasible proposition. This energy regeneration system also offers additional effects, such as providing the engine or the heating system with extra heat when starting the engine cold. ence, the

thermoelectric generator is an ideal partner for "rake %nergy 9egeneration, one of the features of ",- %fficient Dynamics. #or while "rake %nergy 9egeneration serves to supply energy in overrun and when applying the brakes, T%. offers its benefits when motoring is really fun, that is when accelerating and en0oying the power of the car. :n future thermoelectric generators will be able to reduce fuel consumption under realistic, customer&oriented driving conditions by up to ; per cent.

al power. :n this paper, a background on the basic concepts of thermoelectric power generation is presented and recent patents of thermoelectric power generation with their

important and relevant applications to waste&heat energy are reviewed and discussed. Currently, waste heat powered thermoelectric generators are utili!ed in a number of useful applications due to their distinct advantages. These applications can be categori!ed as micro& and macro&scale applications depending on the potential amount of heat waste energy available for direct conversion into electrical power using thermoelectric generators. ,icro&scale applications included those involved in powering electronic devices, such as microchips. 4ince the scale at which these devices can be fabricated from thermoelectric materials and applied depends on the scale of the miniature technology available.

Therefore, it is expected that future developments of these applications tend to move towards nano technology. The macro&scale waste heat applications included< domestic, automobiles, industrial and solid waste. Currently, enormous amounts of waste heat are discharged from industry, such as manufacturing plants and power utilities. Therefore, most of the recent research activities on applications of thermoelectric power generation have been directed towards utili!ation of industrial waste heat. #uture developments in this area might focus onto finding more suitable thermoelectric materials that could handle higher temperatures from various industrial heat sources at a feasible cost with acceptable performance. 3nother future direction is to develop more novel thermoelectric module geometries and configurations. The developments of more thermoelectric module configurations by developing novel flexible thermoelectric materials will make them

more effective and attractive in applications where sources of waste heat have arbitrary shapes.

BATTERY :n isolated systems away from the grid, batteries are used for storage of excess solar energy converted into electrical energy. The only exceptions are isolated sunshine load such as irrigation pumps or drinking water supplies for storage. :n fact for small units with output less than one kilowatt. "atteries seem to be the only technically and economically available storage means. 4ince both the photo&voltaic system and batteries are high in capital costs. :t is necessary that the overall system be optimi!ed with respect to available energy and local demand pattern. To be economically attractive the storage of solar electricity re'uires a battery with a particular combination of properties<

6$7 6+7 6>7 6?7 6;7 6@7

=ow cost =ong life igh reliability igh overall efficiency =ow discharge ,inimum maintenance 637 6"7 3mpere hour efficiency -att hour efficiency

-e use lead acid battery for storing the electrical energy from the solar panel for lighting the street and so about the lead acid cells are explained below.

LEAD-ACID WET CELL:

-here high values of load current are necessary, the lead&acid cell is the type most commonly used. The electrolyte is a dilute solution of sulfuric acid 6 4*7. :n the application of battery power to start the engine in an auto mobile, for example, the load current to the starter motor is typically +88 to ?883. *ne cell has a nominal output of +.$A, but lead&acid cells are often used in a series combination of three for a @&A battery and six for a $+&A battery.

The lead acid cell type is a secondary cell or storage cell, which can be recharged. The charge and discharge cycle can be repeated many times to restore the output voltage, as long as the cell is in good physical condition. owever, heat with excessive charge

and discharge currents shortends the useful life to about > to ; years for an automobile battery. *f the different types of secondary cells, the lead&acid type has the highest output voltage, which allows fewer cells for a specified battery voltage.

CONSTRUCTION:

:nside a lead&acid battery, the positive and negative electrodes consist of a group of plates welded to a connecting strap. The plates are immersed in the electrolyte, consisting of B parts of water to > parts of concentrated sulfuric acid. %ach plate is a grid or framework, made of a lead&antimony alloy. This construction enables the active material, which is lead oxide, to be pasted into the grid. :n manufacture of the cell, a forming charge produces the positive and negative electrodes. :n the forming process, the active material in the positive plate is changed to lead peroxide 6pbo 7. negative electrode is spongy lead 6pb7. The

3utomobile batteries are usually shipped dry from the manufacturer.

The

electrolyte is put in at the time of installation, and then the battery is charged to from the plates. -ith maintenance&free batteries, little or no water need be added in normal service. 4ome types are sealed, except for a pressure vent, without provision for adding water. The construction parts of battery are shown in figure.

COMBUSTION CHAMBER: :t is the space exposed in the upper part of the cylinder where the combustion of fuel takes place. CONNECTING ROD: :t inter connects the piston and the crankshaft and transmits the reciprocating motion of the piston into the rotary motion of crankshaft. CRACKSHAFT: :t is a solid shaft from which the power is transmitted to the clutch.

CAM SHAFT: :t is drive by the crankshaft through timing gears and it is used to control the opening and closing of two valves.

CAM: These are made as internal part of the camshaft and are designed in such a way to open the valves at the current timing.

PISTON RINGS:

:t provides a tight seal between the piston and cylinder wall and preventing leakage of combustion gases.

GUDGEON PIN: :t forms a link between the small end of the connecting rod and the piston.

INLET: The pipe which connects the intake system to the inlet valve of the engine end through which air or air fuel mixture is drawn in to the cylinder.

EXHAUST GAS MANIFOLD: The pipe which connects the exhaust gas system to the exhaust gas valve of the engine through which the product of combustion escape in to the atmosphere.

INLET AND EXHAUST GAS VALVE: They are provided on either on the cylinder head or on the side of the cylinder and regulating the charge coming in to the cylinder and for discharging the product of combustion from the cylinder.

FLYWHEEL:

:t is a heavy steel wheel attached to the rear end of the crank shaft. :t absorbs energy when the engine speed is high and gives back when the engine speed is low.

TOP DEAD CENTER:

This refers to the position of the crankshaft when the piston is in its top most position, i.e., the position closest to the cylinder head.

BOTTOM DEAD CENTER:

This refers to the position of the crankshaft when the piston is in lowest position, i.e., the position farthest from the cylinder head.

NOMENCLATURE: BORE:

This is the diameter of the engine cylinder.

STROKE:

Distance traveled by the piston in moving from TDC to the "DC is called stroke.

ENGINE CAPACITY:

This is a total piston displacement or the swept volume of all the cylinders.

Power:

:t is the work done in a given period of time.

Com re!!"o# r$%"o:

:t is a ratio of volume when the piston is at the bottom dead center to the volume when the piston is at top dead center.

Compression ratio C

,aximum cylinder volume D ,inimum cylinder volume.

INDICATED POWER:

The power developed within the engine cylinders is called indicated power. This is calculated from the area of the engine indicator diagram. :t is usually expressed in kilowatts 6k-7.

BRAKE POWER:

This is the actual power delivered at the crankshaft. :t is obtained by deducting various power losses in the engine from the indicated power. :t is measured with a dynamometer and is expressed in kilowatts 6k-7. :t is always less than the indicated power, due to frictional and pumping losses in the cylinders and the reciprocating mechanism.

ENGINE TOR&UE:

:t is the force of rotation acting about the crankshaft axis at any given instant of time.

FUNCTION:

The spark ignition engine uses a highly volatile fuel, which easily vapori!es. The fuel is mixed with air before it enters the engine cylinders in the carburetor. This mixture then enters the cylinders and is compressed. 2ext an electric spark is produced by ignition system ignites the compressed air fuel mixture.

TE-GENERATOR:
Thermoelectric modules have several ma0or advantages over other means of generation. Thermoelectric generators help tap an unclaimed resource now considered waste. eat energy is available in many different places where other sources may not be

available. The modules are solid state and very robust, making them ideal for tasks in harsh environments such as automobiles, incinerators, and spacecraft. This system is eco& friendly since it does not harm the environment by causing pollution.

DISADVANTAGES:
TE- GENERATORS:

The modules are expensive about E$88 per $?- module. They are only ?F efficient.

GENERATOR THERMOELECTRIC POWER

%lectricity is no longer a luxuryG it has become a necessity in our everyday lives. ave you ever

had to live without electricity for an extended period of timeH :f so then we know what it is like to lose all the food in your refrigerator andDor chest free!er and shivering in the cold because we have no heat. %very year thousands, even millions have been in this position when a winter storm knocked out power over large areas. 2ot to mention rapidly rising energy costs and an uncertain economic future. 4till many people have become complacent about their electrical energy needs. 4olar panels are a great alternative energy source, but they only produce electricity during daylight hours. :n addition their daily output is significantly reduced during winter months and cloudy days. 2ow, using a T%. in con0unction with solar and wind, their combined output can provide all off your home/s energy needs and depending on what state you live in, you will be getting a check from the electric company instead off a billI

The advantages of using thermoelectric devices<

They are extremely reliable and silent in operation They have no mechanical moving parts and re'uire considerably less maintenanceG They are capable of operating at elevated temperaturesG

They are suited for small&scale and remote applications typical of rural power supply They are environmentally friendlyG They can work in flexible power sources.

T'ermoe(e)%r") Pr"#)" (e o* O er$%"o#:

The typical thermoelectric module is manufactured using two thin ceramic wafers with a series of J and 2 doped bismuth&telluride semiconductor material sandwiched between them. The ceramic material on both sides of the thermoelectric adds rigidityand the necessary electrical insulation.

Figure 1: Principle of operation of peltier effect

The 2 type material has an excess of electrons, while the J type material has a deficit of electrons. *ne J and one 2 make up a couple.The thermoelectric couples are electrically in series and thermally in parallel. 3 thermoelectric module can contain one to several hundred couples.

THERMOELECTRIC MATERIALS:

Thermoelectric materials 6those which are employed in commercial applications7 can be conveniently divided into three groupings based on the temperature range of operation. 3lloys based on "ismuth 6"i7 in combinations with 3ntimony 63n7, Tellurium 6Te7 or 4elenium 64e7 are referred to as low temperature materials and can be used at temperatures up to around ?;8K. The intermediate temperature range & up to around B;8K is the regime of materials based on alloys of =ead 6Jb7 while thermo&elements employed at the highest temperatures are fabricated from 4i.e alloys and operate up to $>88K. 3lthough the above mentioned materials still remain the cornerstone for commercial and practical applications in thermoelectric power generation, significant advances have been made in synthesi!ing new materials and fabricating material structures with improved thermoelectric performance. %fforts have focused primarily on improving the material/s figure&of&merit, and hence the conversion efficiency, by reducing the lattice thermal conductivity.

:n all of the above mentioned T% materials, performance of the "ismuth&Telluride peaks within a temperature range that is best suited for most cooling and heating applications.

Figure 4: Performance of Thermoelectric Materials at Various Temperatures

TE-GENERATOR:
"ased on this 4eebeck effect, thermoelectric devices can act as electrical power generators. 3 schematic diagram of a simple thermoelectric power generator operating based on 4eebeck effect.

Figure 8: Working of thermoelectric generator 3s shown in figure, heat is transferred at a rate of Qhfrom a high&temperature heat source

maintained at Th to the hot 0unction, and it is re0ected at a rate of Qlto a low&temperature sink maintained at Tl from the cold 0unction. "ased on 4eebeck effect, the heat supplied at the hot 0unction causes an electric current to flow in the circuit and electrical power is produced. 5sing the first&law of thermodynamics 6energy conservation principle7 the difference between Qh and Ql is the electrical power output we. :t should be noted that this power cycle intimately resembles the power cycle of a heat engine 6Carnot engine7, thus in this respect a thermoelectric power generator can be considered as a uni'ue heat engine.

CHARGE CARRIER DIFFUSION:

Charge carriers in the materials 6electrons in metals, electrons and holes in semiconductors, ions in ionic conductors7 will diffuse when one end of a conductor is at a different temperature than the other. ot carriers diffuse from the hot end to the cold end, since there is a lower density of hot carriers at the cold end of the conductor. Cold carriers diffuse from the cold end to the hot end for the same reason. :f the conductor were left to reach e'uilibrium, this process would result in heat being distributed evenly throughout the conductor 6see heat transfer7. The movement of heat 6in the form of hot charge carriers7 from one end to the other is called a heat current. 3s charge carriers are moving, it is also an electrical current. :n a system where both ends are kept at a constant temperature relative to each other 6a constant heat current flows from one end to the other7, there is a constant diffusion of carriers. :f the rate of diffusion of hot and cold carriers were e'ual, there would be no net change in charge. owever, the diffusing charges are scattered by

impurities, imperfections, and lattice vibrations 6phonons7. :f the scattering is energy dependent, the hot and cold carriers will diffuse at different rates. This will create a higher density of carriers at one end of the material, and the distance between the positive and negative charges produces a potential differenceG an electrostatic voltage.

This electric field, however, will oppose the uneven scattering of carriers, and e'uilibrium will be reached where the net number of carriers diffusing in one direction is cancelled by the net number of carriers moving in the opposite direction from the electrostatic field. This means the thermo power of a material depends greatly on impurities, imperfections, and structural changes 6which often vary themselves with temperature and electric field7, and the thermo power of a material is a collection of many different effects.

PERFROMANCE OF THERMOELECTRICPOWER GENERATORS:

The performance of thermoelectric materials can be expressed as

-here L is the thermoelectric material figure&of&merit, M is the 4eebeck coefficient given by

-here, R is the electric resistivity 6inverse of electric conductivity7 and k is the total thermal conductivity. This figure&of&merit may be made dimensionless by multiplying by 6average absolute temperature of hot and cold plates of the thermoelectric module, 7,

i.e.

3nd

The term M+D9 is referred to as the electrical power factor. :n general, a thermoelectric power generator exhibits low efficiency due to the relatively small dimensionless figure&of&merit of currently available thermoelectric materials.

The conversion efficiency of a thermoelectric power generator defined as the ratio of power delivered to the heat input at the hot 0unction of the thermoelectric device, is given by

=imited by the second&law of thermodynamics, the ideal 6absolute maximum7 efficiency of a thermoelectric power generator operating as a reversible heat engine is Carnot efficiency, given by

The maximum conversion efficiency of an irreversible thermoelectric power generator can be estimated using,

The value of the figure&of&merit is usually proportional to the conversion efficiency. The dimensionless term is therefore a very convenient figure for comparing the

potential conversion efficiency of modules using different thermoelectric materials. :t is evident that an increase in !T provides a corresponding increase in available heat for conversion as dictated by the Carnot efficiency, so large NT"s are advantageous. #or example, a thermoelectric material with an average figure&of&merit of >O$8 &> K&$ would have a conversion efficiency of approximately +>F when operated over a temperature difference of @88K.

ENERGY RECOVERY

:n the effort to save energy by using a thermoelectric module, it is important that the amount of energy produced by the thermoelectric module during its life time should be larger than the amount of energy re'uired fabricating it. The energy recovery years are 8.$ year or less for thermal and nuclear power generation currently in use,+ years or less for wind power generation which is spotlighted in recent years, and $8 years for fuel cell power generation. :n the case of thermoelectric power generation by a "i&Te&based module of +88PC class, the energy recovery years are 8.B; year. Thus, thermoelectric power generation is considered to have sufficient competitiveness.

ENGINE
CONSTRUCTION:

:n this pro0ect we use 4J39K :.2:T:*2 engine of the type two stroke single cylinder of Cubic capacity Q; cc. %ngine has a piston that moves up and down in cylinder. 3 cylinder is a long round air pocket some what like a tin can with a bottom cut out. Cylinder has a piston which is slightly smaller in si!e than the cylinder the piston is a metal plug that slides up and down in the cylinder "ore diameter and stroke length of the engine are ;8mm and ?Rmm respectively.

I+C ENGINE

:nternal combustion engines are those heat engines that burn their fuel inside the engine cylinder. :n internal combustion engine the chemical energy stored in their operation.

The heat energy is converted in to mechanical energy by the expansion of gases against the piston attached to the crankshaft that can rotate.

PETROL ENGINE:

The engine which gives power to propel the automobile vehicle is a petrol burning internal combustion engine. Jetrol is a li'uid fuel and is called by the name gasoline in 3merica. The ability of petrol to furnish power rests on the two basic principlesG "urning or combustions always accomplished by the production of heat. -hen a gas is heated, it expands. :f the volume remains constant, the pressure

rises according to Charlie/s law.

WORKING:

There are only two strokes involved namely the compression stroke and the power strokeG they are usually called as upward stroke and downward stroke respectively.

UPWARD STROKE

During this stroke, the piston moves from bottom dead center to top dead center, compressing the charge&air petrol mixture in combustion chamber of the cylinder.

3t the time the inlet port is uncovered and the exhaust gas, transfer ports are covered. The compressed charge is ignited in the combustion chamber by a spark given by spark plug.
DOWNWARD STROKE

The charge is ignited the hot gases compress the piston moves downwards, during this stroke the inlet port is covered by the piston and the new charge is compressed in the crankcase, further downward movement of the piston uncovers first exhaust gas port and then transfer port and hence the exhaust gas starts through the exhaust gas port. 3s soon as the transfer port open the charge through it is forced in to the cylinder, the cycle is then repeated. ENGINE TERMINOLOGY: The engine terminologies are detailed below,
CYLINDER:

:t is a cylindrical vessel or space in which the piston makes a reciprocating motion.

PISTON:

:t is a cylindrical component fitted to the cylinder which transmits the bore of explosion to the crankshaft.

COMBUSTION CHAMBER:

:t is the space exposed in the upper part of the cylinder where the combustion of fuel takes place.
CONNECTING ROD:

:t inter connects the piston and the crankshaft and transmits the reciprocating motion of the piston into the rotary motion of crankshaft.
CRACKSHAFT:

:t is a solid shaft from which the power is transmitted to the clutch.

CAM SHAFT:

:t is drive by the crankshaft through timing gears and it is used to control the opening and closing of two valves.
CAM:

These are made as internal part of the camshaft and are designed in such a way to open the valves at the current timing.

PISTON RINGS:

:t provides a tight seal between the piston and cylinder wall and preventing leakage of combustion gases.

GUDGEON PIN:

:t forms a link between the small end of the connecting rod and the piston.

INLET:

The pipe which connects the intake system to the inlet valve of the engine end through which air or air fuel mixture is drawn in to the cylinder.

EXHAUST GAS MANIFOLD:

The pipe which connects the exhaust gas system to the exhaust gas valve of the engine through which the product of combustion escape in to the atmosphere.

INLET AND EXHAUST GAS VALVE:

They are provided on either on the cylinder head or on the side of the cylinder and regulating the charge coming in to the cylinder and for discharging the product of combustion from the cylinder.

FLYWHEEL:

:t is a heavy steel wheel attached to the rear end of the crank shaft. :t absorbs energy when the engine speed is high and gives back when the engine speed is low.

To ,e$, )e#%er:

This refers to the position of the crankshaft when the piston is in its top most position, i.e., the position closest to the cylinder head.

Bo%%om ,e$, )e#%er:

This refers to the position of the crankshaft when the piston is in lowest position, i.e., the position farthest from the cylinder head.

NOMENCLATURE: Bore:

This is the diameter of the engine cylinder.

S%ro-e:

Distance traveled by the piston in moving from TDC to the "DC is called stroke.

E#."#e )$ $)"%/:

This is a total piston displacement or the swept volume of all the cylinders.

Power:

:t is the work done in a given period of time.

Com re!!"o# r$%"o:

:t is a ratio of volume when the piston is at the bottom dead center to the volume when the piston is at top dead center.

Compression ratio C

,aximum cylinder volume D ,inimum cylinder volume.

INDICATED POWER:

The power developed within the engine cylinders is called indicated power. This is calculated from the area of the engine indicator diagram. :t is usually expressed in kilowatts 6k-7.

BRAKE POWER:

This is the actual power delivered at the crankshaft. :t is obtained by deducting various power losses in the engine from the indicated power. :t is measured with a dynamometer and is expressed in kilowatts 6k-7. :t is always less than the indicated power, due to frictional and pumping losses in the cylinders and the reciprocating mechanism.

ENGINE TOR&UE:

:t is the force of rotation acting about the crankshaft axis at any given instant of time.

FUNCTION:

The spark ignition engine uses a highly volatile fuel, which easily vapori!es. The fuel is mixed with air before it enters the engine cylinders in the carburetor. This mixture then enters the cylinders and is compressed. 2ext an electric spark is produced by ignition system ignites the compressed air fuel mixture.

EXHAUST GAS HEAT RECOVERY

INTRODUCTION
-aste heat is heat, which is generated in a process by way of fuel combustion or chemical reaction, and then (dumped) into the environment even though it could still be reused for some useful and economic purpose. The essential 'uality of heat is not the amount but rather its (value). The strategy of how to recover this heat depends in part on the temperature of the waste heat gases and the economics involved. =arge 'uantity of hot flue gases is generated from "oilers, Kilns, *vens and #urnaces. :f some of this waste heat could be recovered, a considerable amount of primary fuel could be saved. The energy lost in waste gases cannot be fully recovered. outlined in this chapter. eat =osses 1uality Depending upon the type of process, waste heat can be re0ected at virtually any temperature from that of chilled cooling water to high temperature waste gases from an industrial furnace or kiln. 5sually higher the temperature, higher the 'uality and more cost effective is the heat recovery. :n any study of waste heat recovery, it is absolutely necessary that there should be some use for the recovered heat. Typical examples of use would be preheating of combustion air, space heating, or pre&heating boiler feed water or process water. -ith high temperature heat recovery, a cascade system of waste heat recovery may be practiced to ensure that the maximum amount of heat is recovered at the highest potential. 3n example of this techni'ue of waste heat recovery would be where the high temperature stage was used for air pre&heating and the low temperature stage used for process feed water heating or steam raising. owever, much of the heat could be recovered and loss minimi!ed by adopting following measures as

eat =osses 1uantity

:n any heat recovery situation it is essential to know the amount of heat recoverable and also how it can be used. 3n example of the availability of waste heat is given below< 0 1 eat recovery from heat treatment furnace

I# $ 'e$% %re$%me#% *2r#$)e3 %'e e4'$2!% .$! .$!e! $re (e$5"#. %'e *2r#$)e $% 677oC $% %'e r$%e o* 8077 m9:'o2r+ T'e %o%$( 'e$% re)o5er$;(e $% 0<7 oC *"#$( e4'$2!% .$! )$# ;e )$()2($%e, $! 1 C A x S x Cp x TT 1 is the heat content in kCal A is the flow rate of the substance in m>Dhr S is density of the flue gas in kgDm> Cp is the specific heat of the substance in kCalDkg oC TT is the temperature difference in oC Cp 64pecific heat of flue gas7 C 8.+? kCalDkgDoC eat available 617 C +$88 x $.$R x 8.+? x 6R88&$B87 C ?,>$,B+Q kCalDhr "y installing a recuperate, this heat can be recovered to pre&heat the combustion air. The fuel savings would be >>F 6U $F fuel reduction for every ++ oC reduction in temperature of flue gas. B.+ Classification and 3pplication :n considering the potential for heat recovery, it is useful to note all the possibilities, and grade the waste heat in terms of potential value as shown in the following Table B.$ TABLE 8.1 WASTE SOURCE AND QUALITY S+No+ $. +. > ?. So2r)e eat in flue gases. eat in vapour streams. &2$("%/ The higher the temperature, the greater the potential value for heat recovery 3s above but when condensed, latent

heat also recoverable. Convective and radiant heat lost from =ow grade if collected may be used for exterior of e'uipment eat losses in cooling water. space heating or air preheats. =ow grade useful gains if heat is exchanged with incoming fresh water.

;.

eat losses in providing chilled water or in the disposal of chilled water. $ a7 igh grade if it can be utili!ed to reduce demand for refrigeration. + b7 =ow grade if refrigeration unit used as a form of heat pump.

@. Q.

eat stored in products leaving the 1uality depends upon temperature. process eat in gaseous and li'uid effluents Joor if heavily contaminated and thus leaving process. re'uiring alloy heat exchanger.

H".' Tem er$%2re He$% Re)o5er/ The following Table B.+ gives temperatures of waste gases from industrial process e'uipment in the high temperature range. 3ll of these results from direct fuel fired processes. Me,"2m Tem er$%2re He$% Re)o5er/ The following Table B.> gives the temperatures of waste gases from process e'uipment in the medium temperature range. ,ost of the waste heat in this temperature range comes from the exhaust gas of directly fired process units.

DESIGN AND CALCULATION

SPECIFICATION OF TWO STROKE PETROL ENGINE: Type Cooling 4ystem "oreD4troke Jiston Displacement Compression 9atio ,aximum Tor'ue < < < < < < two strokes 3ir Cooled ;8 x ;8 mm RB.+ cc @.@< $ 8.RB kg&m at ;,;889J,

CALCULATION:

Compression ratio C ere, Compression ratio C

64wept Aolume V Clearance Aolume7D Clearance Aolume

@.@<$

@.@ Ac

C C

6RB.+ V Ac7DAc $R.@?

3ssumption<

$. The component gases and the mixture behave like ideal gases. +. ,ixture obeys the .ibbs&Dalton law Jressure exerted on the walls of the cylinder by air is J

J ere, , 9 T A

6,9T7DA

C C C C

mD, C

6,ass of the gas or air7D6,olecular -eight7 C B.>$? KWDKg mole K.

5niversal gas constant >8> K A C

+;>.+B x $8 m

,olecular weight of air

Density of air x A mole

ere, Density of air at >8>K A mole C C $.$@; kgDm ++.? mDKg&mole for all gases. $.$@; x ++.?

,olecular weight of air C

J J

C C

XY6mD6$.$@; x ++.?7Z x B.>$? x >8>[D+;>.+B x $8 >B$$>?.$ m

=et Jressure exerted by the fuel is J J C 62 9 T7DA C B88 KgDm

Density of petrol

J J

C C

XY6,7D6B88 x ++.?7Z x B.>$? x >8>[D6+;>.+B x $8 =,>+?.8+ m

Therefore Total pressure inside the cylinder

JT

C C

J V J $.8$>+; x $88 K2Dm C $.8$>+; x $88 &&&&&&&&&&&&&&&&&&&&&&&&& 6$7

>B$$>?.$ m V =,>+?.8+ m

C$()2($%"o# o* $"r *2e( r$%"o:

Carbon ydrogen

C C

B@F $?F

-e know that, $Kg of carbon re'uires BD> Kg of oxygen for the complete combustion. $Kg of carbon sulphur re'uires $ Kg of *xigen for its complete combustion. 6#rom eat Jower %ngineering&"alasundrrum7

Therefore, The total oxygen re'uires for complete combustion of $ Kg of fuel C Y 6BD>c7 V 6> 7 V 4Z Kg

=ittle of oxygen may already present in the fuel, then the total oxygen re'uired for complete combustion of Kg of fuel

X Y 6BD>c7 V 6B 7 V 4 Z & *[ Kg

3s air contains +>F by weight of *xygen for obtain of oxygen amount of air re'uired C $88D+> Kg

,inimum air re'uired for complete combustion of $ Kg of fuel C Kg 4o for petrol $Kg of fuel re'uires C 8.$?7 Z [ C $?.B? Kg of air 6$88D+>7 X Y 6BD>c7 x 8.B@ V 6B x 6$88D+>7 X Y 6BD>c7 V V 4Z & *[

3ir fuel ratio

C C

mDm $?.B? C

$?.B?D$

m 6+7

$?.B? m&&&&&&&&&&&&&&&&&&&&&&&&&&

4ubstitute 6+7 in 6$7 $.8$>+; x $88 m ,ass of fuel flow per cycle C C >.B$$>? 6$?.B? m7 V =,>+?.8+ m C $.QR$ x $8 KgDCycle

$.QR$ x $8 Kg cycle

Therefore, ,ass flow rate of the fuel for +;88 9J, Y6$.QR$ x $87D>@88Z x 6+;88D+7 x @8 C >.Q>$ x $8 KgDsec

C$()2($%"o# o* )$(or"*") 5$(2e: "y Delong/s formula, igher Calorific Aalue C C CA C >>B88 C V $??888 V R+Q8 4 6>>B88 x 8.B@7 V 6$??888 x 8.$?7 V 8 ?R++B KWDKg

=ower Calorific Aalue

C C C

CA 6R x +??+7 ?R++B Y6R x 8.$?7 x +??+Z ?@$;$.8B KWDKg ?@.$;$ ,WDKg

=CA

F"#,"#. C $#, C5 *or %'e m"4%2re: -e know that, 3ir contains QQF 2 and +>F * by weight "ut total mass inside the cylinder C m V m

C C 6$7

+.@; x $8 V $.QR$ x $8 Kg +.B+R$ x $8 Kg QQF C 8.QQ Kg in $ Kg of air

-eight of nitrogen present C

:n +.@; x $8 Kg of air contains, C C 8.QQ x +.@; x $8 Kg of 2 +.8?8; x $8 Kg

Jercent of 2 present in the total mass C C 6+.8?8; x $8D+.B+R$ x $87 Q+.$+; F

6$7

Jercentage of oxygen present in $ Kg of air is +>F Jercentage of oxygen present in total mass

C C

68.+> x +.@; x $87D6+.B+R$ x $87 +$.;? F

6+7

Jercentage of carbon present in $ Kg of fuel B@F Jercentage of carbon present in total mass

C C

68.B@@ x $.QR$ x $87D6+.B+R$ x $87 ;.???F

6>7

Jercentage of ydrogen present in $ Kg of fuel $?F Jercentage of ydrogen present in total mass C C 68.$? x $.QR$ x $87D6+.B+R$ x $87 8.BB@ F

Total Cp of the mixture is Cp

C C

msi Cpi 68.Q+$+; x $.8?>7 V 68.+$;? x 8.R$>7 V 68.;???? x 8.Q7 V 6B.B@ x $8 x $?.+;Q7

Cp

$.$$>B KWDKg.K

Cv

C C

msi Cvi 68.Q+$+; x 8.Q?;7 V 68.+$;? x 8.@;>7

V 68.8;??? x 8.;?B@7 V 6B.B@ x $8 x $8.$>>>7 C 8.B KWDKg.K

63ll Cvi, Cpi values of corresponding components are taken from clerks table7

n #or the mixture

C C

6CpDCv7 $.$$D8.B $.>B

Pre!!2re $#, %em er$%2re $% 5$r"o2! PH:

C C

$.8$>+; x $88 bar $.8$>+; bar >8C C >8> K

JDJ -here, J r n C C C

6r7

$.8$>+; bar @.@ $.>B

$>.@RB bar

6r7 x T

-here, T T C C >8> K @+8.@B K

> P 8 0 =

eat 4upplied by the fuel per cycle 1 C C 1 8.B+@; T C C C ,Cv $.QR x $8 x ?@$;$.8B 8.B+@; KWDCycle ,Cv 6T & T7 ?+Q+.?; K

6J A7 D T -here, A J -here, J C J J R?.+Q bar C C C C

6J A7 D T

A 6T x J7DT

J D 6r7 @.RQ> bar

C C

T D 6r7 +8B@.$; K TEMPERATURE >8> K >8 C @+8.@B K >?Q.@B C ?+Q+.?; K >RRR.?; C +8B@.$; K $B$>.$; C

POINT POSITION J*:2T&$ J*:2T&+ J*:2T&> J*:2T&?

PRESSURE >;$r? $.8$>+; $>.@RB R?.+Q @.RQ>

DESIGN OF PISTON:

-e know diameter of the piston which is e'ual to ;8 mm

T'")-#e!! o* "!%o#: The thickness of the piston head is calculated from flat&plate theory

-here, t ere, J f 2Dmm Jiston material is aluminium alloy. t C C 8.8;8 6>D$@ x $88D>?.@@ x $8D$87\ x $888 $+ mm & & ,aximum combustion pressure Jermissible stress in tension C C $88 bar >?.@@ C D 6>D$@ x JDf7\

N2m;er o* P"!%o# R"#.!: 2o. of piston rings ere, D & 4hould be in :nches C $.R@B inches C + x D\

2o. of rings

+.B8;

-e adopt > compression rings and $ oil rings

T'")-#e!! o* %'e r"#.:

Thickness of the ring

C C C

DD>+ ;8D>+ $.;@+; mm

W",%' o* %'e r"#.: -idth of the ring C C DD+8 +.; mm

The distance of the first ring from top of the piston e'uals C C 8.$ x D ; mm

-idth of the piston lands between rings C 8.Q; x width of ring C $.BQ; mm

Le#.%' o* %'e "!%o#: =ength of the piston C $.@+; x D

=ength of the piston

B$.+; mm Total length Distance of first ring from top of The first ring 62o. of landing between rings x -idth of land7 62o. of compression ring x -idth of ring7

=ength of the piston skirt C

C C

B$.+; ; + x $.BQ; > x +.; @; mm

O%'er $r$me%er: Centre of piston pin above the centre of the skirt C C The distance from the bottom of the piston to the Centre of the piston pin C C Thickness of the piston walls at open ends C C The bearing area provided by piston skirt C C \ x @; V $ >>.; mm \ x $+ @ mm @; x ;8 >+;8 mm 8.8+ x D @; mm

ANDVANTAGE AND DISADVANTAGE

ADVANTAGES
%fficiency of the vehicle is improved 4mall modification is done in the vehicle "attery efficiency and life time also increased

DISADVANTAGES
$. 3dditional cost is re'uired

+. 3dditional space is re'uired to install this arrangement in vehicles

APPICATION

APPLICATIONS
3utomobile application