Design of Emission Reduction For Diesel Automobile by Using

Design of emission reduction for diesel automobile by using 2015
water vapor spray method
ABSTRACT
This work examines the effect of water vapor in gas emissions in Diesel engine. Diesel engines
are widely used in many areas like automobiles, locomotive marine engines power generations
etc., due to its high power output and thermal efficiency. The major pollutant emissions of the
diesel engines are particulate matters, CO, hydrocarbon (HC) smoke and the oxides of nitrogen
(NOx). This project focuses on to reduce emission gas by the rotation of cam to spray water
vapor through the reaction chamber by gear mechanism. The main objective of this project is to
satisfy human health care to minimizing emission gas by water vapor spray method to release
clean air through the environment. Generally this project includes the background, literature
review and the calculation of all components of the project and adequate supply of water vapor
in the exhaust pipe, nozzles and the basic principles of spraying. Finally this project includes
conclusion and recommendation as well as cost estimating.
Key-Words: -Gas emissions, Diesel engine, and Water vapor spray.
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ACKNOWLEDGEMENT
First of all we would like to give our deepest gratitude to GOD and then we would like to extend
our sincere gratitude to our advisor Mr.Amare T. on his appreciation and Person feedback. Not
forget to our fellow friends who also helped as in a medium of giving suggestion, solution and so
on. Also we like to forward our heartfelt gratitude to our family for continuous effort of doing us
by financial and moral support. And also our gratitude directly goes to our department head
Mr.AzemerewT.and all mechanical engineering department staff members for their continues
and progressive support, advice and guides us to do better work and give us a reference materials
and initiate us for our work and project. Finally we wish paradise for all who participate in our
project and give us moral support.
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TABLE OF CONTENTS
TITLE PAGE
Abstract.............................................................................................................................................i
Acknowledgment.............................................................................................................................ii
List of figures..................................................................................................................................iii
List of tables....................................................................................................................................iv
List of Acronym............................................................................................................................viii
CHAPTER ONE
1 INTRODUCTION......................................................................................................................1
1.1 Background............................................................................................................................1
1.2 Statement of the problem.......................................................................................................2
1.3 Objective of the project..........................................................................................................2
1.3.1 General objective of the project......................................................................................2
1.3.2 Specific objective of the project.....................................................................................2
1.4 Significance of the project......................................................................................................3
1.5 Scope of the project................................................................................................................3
1.6 Methodology of the study.......................................................................................................3
1.7 Organization of the project.....................................................................................................3
CHAPTER TWO
2. LITERATURE REVIEW..........................................................................................................4
2.1 REDUCING DIESEL EMISSION.......................................................................................5
2.1.1 Engine Controls .............................................................................................................5
2.1.2 Exhaust control.........................................................................................................5
CHAPTER THREE
3DISCUSSIONSAND RESULT.................................................................................................9
3.1Chemical reaction of exhaust gas with water vapor……………………………9
3.2.1 Emission reduction for oxides of nitrogen (NOx)…………………………….10
3.1.1.1 Emission reduction of nitrogen monoxide (NO)…………………...12
3.1.1.2 Emission reduction of nitrogen dioxide (NO2)………………………………...12
3.1.2 Emission reduction of Carbon monoxide (CO)…………………………………….13
3.1.3 Emission reduction of Hydrocarbons (HC)………………………………………...14
3.2 PART DESIGN AND SPECIFICATION …………………………………….…....18
3.5.3 Design of Cam........................................................................................................18
3.2.2 Design of spring.......................................................................................................21
3.2.2.1 Design specification of spring...................................................................22
3.2.3 Design of spur gear...............................................................................................25
3. 2.3.1 Force analysis of spur gear teeth ..........................................................26
3.2.4 Design of shaft......................................................................................................28
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3.2.5 Design of key........................................................................................................33

3.2.6 Design of Pipe (muffler)....................................................................................34
3.2.7 Design of tank.......................................................................................................35
3.2.8 Design of reaction chamber............................................................................39
3.2.9 Design of spray nozzle......................................................................................40
3.2.10 Bearing selection..............................................................................................41
3.2.11 Bolt and nut design...................................................................................................43
3.2 Result.................................................................................................................................47
3.3 Manufacturing Process of components…………………………………………….49
3.4 Cost estimation……………………………………………………………………………..53
CHAPTER FOUR
4. CONCLUSION AND RECOMMENDATION ………….………………………….…...54
4. Conclusion............................................................................................................................54
4.1 Recommendation…………………………………………………....................................55
4.3 Reference............................................................................................................................56
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LISTS OF FIGURE
Figure 2.0 Urea SCR control……………………………………………………………………...7
Figure 3.1 Water tank heated system…………………………………………………………….15
Figure 3.2 Flexible copper wire water heater connector…………………………………………15
Figure 3.3 Geometry analysis……………………………………………………........................17
Figure3.4 Displacement diagram of cam………………………………………………...............20
Figure 3.5 Cam profile…………………………………………………………………………...20
Figure 3.6 Final design of cam…………………………………………………………………..21
Figure 3.7 Helical spring…………………………………………………………………………21
Figure 3.8 Design of spring with nozzle valve…………………………………………………..25
Figure 3.9 Free body diagram for shaft…………………………………………………….……29
Figure 3.10 Shear force and bending moment diagram………………………….........................31
Figure 3.11 Shaft design……………………………………………………………………........32
Figure 3.12 Key………………………………………………………………….........................34
Figure 3.13 Dimension of water tank …………………………………………………………...38
Figure 3.14 final design of water tanks………………………………………………………….38
Figure 3.15 Dimension of reaction chamber……………………………………………………..39
Figure 3.16 Solid work reaction chamber………………………………………………………..40
Figure 3.17 Spray nozzle………………………………………………………………………...41
Figure 3.18 final design of nozzle…………………………………………………….…………41
Figure 3.19 Design attributes of ball bearing…………………………………….........................43
Figure 3.20 Dimension of bolt…………………………………………………………………...44
Figure3.21 Nut design……………………………………………………………………………44
Figure 3.22 Final design of bolt ……………………………………………………………...….46
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LISTS OF TABLE
Table 3.1 Molar mass of exhaust gas……………………………………………………………...9
Table 3.2 Typical concentrations of exhaust emissions…………………………….....................10
Table 3.3 Mechanical property of spring wire………………………………………………….. 22
Table 3.4 Type of spring ends……………………………………………………………………24
Table 3.5 Standard proportions of gear systems…………………………………………………25
Table 3.6 Mechanical properties of steels used for shafts………………………….....................28
Table 3.7 Constant value of C……………………………………………………………………34
Table 3.8 Principal Dimensions for radial ball bearing…………………………….....................42
Table 3.9 Design dimensions of screw threads, bolts and nuts…………………….....................44
Table 3.10 calculated results major component………………………...................................47-49
Table 3.11 Cost Estimation……………………………………………………………………....53
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LISTS OF ACRONYMS
PPM = Parts Per Million
NH3 Ammonia
H2O = Water
M = Molar mass
Ru= Universal Gas Constant
k= Spring Rate
y= Fraction Volume
HC= Hydrocarbon
EPA =Environmental Protection Agency
m=Mass
A= Capacity Factor
=Crushing stress between the threads
G=Modules of rigidity
m =Module
(NOx) =(NO and )= Oxides Of Nitrogen
CCCs= Close-Coupled Catalysts
DOC =Diesel Oxidation Catalyst
SCR =Selective Catalytic Reduction
VGT =Variable Geometry Turbo Charging
CCCs =Close-Coupled Catalysts
DOC= Diesel Oxidation Catalyst
VOCs =Volatile Organic Compounds
DPF =Diesel Particulate Filter
ERG =Exhaust Gas Recirculation
DEF =Diesel Exhaust Fluid
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CHAPTER ONE
1 INTRODUCTION
1.1 Background
Automotive engines emit several types of pollutants into the atmosphere which significantly
contributes to air pollution. When petroleum-based fuels such as petrol or diesel burn in an
engine the main toxic substances present in the exhaust gases are incomplete combustion oxides
of hydrocarbon containing CO, NOx, HC, and particulates. CO emission is the most toxic
substance found in exhaust gases and is colourless, tasteless and odourless. HC and CO
emissions are primarily products of incomplete combustion [12].
Fine particles are usually invisible although in certain operating conditions, diesel will produce
visible particles appearing as smoke. Diesel engines are typically characterized by low fuel
consumption and very low CO emissions. However, the NOx (NO and NO2) emissions from
diesel engines still remain high. Hence, in order to meet the environmental regulations, it is
highly desirable to reduce the amount of NOx in the exhaust gas. Diesel engines are
predominantly used to steer tractors, heavy Lorries and trucks. Diesel engines provide important
fuel economy and durability advantages for large heavy-duty trucks, buses, and nonroad
equipment and passenger cars.
The diesel engine combustion process almost always leaves by products of oxides of nitrogen,
unburned hydrocarbons, carbon monoxide, particulate matter, and smoke. Out of these pollutant
emissions, the oxides of nitrogen are considered as the most harmful pollutants to the human
health. While the climatic conditions change continuously, it was taken measures worldwide for
the reduction of pollutant substances that emanate from the engines of internal consumption. For
many years the continuous pollution of atmosphere from damaging particles that are owed in the
first place in transports has led to the phenomenon of greenhouse. The exhausts that are produced
by Diesel engines are NO, CO, HC and smoke are dangerously for the environment while the
smoke is dangerous mainly for the human health. [5]. As a result we decide to design emission
reduction for diesel automobile by using water vapor spray method which operates with gear
rotation by exhaust pressure from diesel engine vehicles in this case the cam rotate then the
nozzle valve up and down (open and closing) in order to spray water vapor in to the reaction
chamber.
Besides the photochemical smog, it causes the acid rain as well. The uninflammable
hydrocarbons (HC) contribute to a great degree in the form of ozone, which it constitutes the
main source of photochemical smog. Finally smoke is in the general category of air pollutant
transfer and thus it is considered dangerous in the lungs and generally in human health, mainly
when molecules are less than five micrometers in diameter. Under these circumstances
molecules are not filtered from the respiratory system. At this paper is examined how the water
vapors effects the gas emissions (smoke, CO, HC, NO) in diesel automobile. For all these
problems our design provides the best solution.
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1.2 Statement of problem

In nowadays there are an increased number of cars and vehicles, which run on gasoline or diesel
fuel. As a result of this the production of air pollution increased. There are several types of air
pollutant. These include smog, acid rain, the greenhouse effect and hole in the ozone layer. Some
of these pollutants can be created by human activities, such as cooking, smoking, car emissions,
smokestacks and other industrial inputs into the atmosphere and other by atmospheric conditions,
such as the wind and rain. The exhaust gases that are produced by Diesel engines are NO, CO,
HC and smoke are dangerous for the environment while the smoke are dangerous mainly for the
human health. Diesel exhaust causes lung cancer, cardiovascular diseases, and other serious
health problems. The lifetime cancer risk from diesel particulate matter has been found to exceed
the risks from all other hazardous air pollutants combined. Due to this problem we have decided
to design emission reduction for diesel automobile using water vapor spray mechanism in order
to solve the above problem.
1.3 Objective of the study
1.3.1 General objective of the study

The main objective of this project is designing of emission reduction for diesel automobile using
water vapor spray mechanism in order to reduce the major pollutant of the environment.
1.3.2 Specific objective of the study

 To identify the mechanism of emission reduction with the rotation of gear by pressurized
exhaust gas from the diesel engine.
 To improve spray nozzle to converts harmful gases into harmless gases, by using water
vapor with in exhaust chamber.
1.4 Significance of the study

This thesis contributes to develop understand emission reduction and needs to show the way to
find alternative to minimum exhaust emissions. To thus providing a significant value to further
researcher, designer, business society, and all interested groups.
 To reduce toxicity.
 To design each components of emission reduction project.
 To improve human healthy by minimizing exhaust gas emission
1.5 Scope of the study

The scope of project is clearly defined the specific field of the research and ensure that the entire
content of this thesis is confined the scope. This project is start with the literature review on
product specification in order to satisfy the project objective. After obtaining the product
specification, this project is done based on the scope below;
 Our project is focus emission reduction of for diesel automobile by using water spray that
fulfills the project objective.
 Design the parts of the emission reduction for diesel automobile.
 Also use Auto cad/ solid work for part design.
This project has certain limitations, which can be covered in farther study work. The main
limitations are lack of work shop in our campus, limitation of budget to the research, insufficient
data from the customer and other related factors where limit the visibility of the project.
1.6 Methodology of the study

The key way of our studies is that the transformation of emission reduction through the environment.
To this effect we provide the necessary input data, different project that related to our topic study
carefully that is literature review are studied investigating policy. In this endeavor, the data have been
collected from both primary and secondary sources. The primary data have been collected by
dispatching questionnaires, observation, and interviewing technician and development of emission
reduction in diesel automobile.
In secondary data source of information in different forms, like data record, text book, website
and Research papers.
1.7 Organization of the Study

The thesis is organized by four chapters. The first chapter introduces the background, statement
of the problem, objective, scope, significance, organization and methodology of the study. The
second chapter states literature review of the study. Chapter three discussions and result this
includes chemistry analysis and part design the study. The last Chapter four also stated about
conclusion and recommendation as well as cost estimation.

CHAPTER TWO
2.1 LITRATURE REVIEW
The diesel engine is an internal combustion engine that generates mechanical work from the
chemically bound energy of fuel by means of combustion.
Diesel engines provide important fuel economy and durability advantages for large heavy-duty
trucks, buses, and nonroad equipment and passenger cars. They are often the power plant of
choice for heavy-duty applications. While they have many advantages, they also have the
disadvantage of emitting significant amounts of particulate matter (PM) and oxides of nitrogen
(NOx) and, to a lesser amount of hydrocarbon (HC), carbon monoxide (CO), and toxic air
pollutants. Health experts have expressed concern that diesel PM may contribute to or aggravate
chronic lung diseases such as asthma, bronchitis, and emphysema [5].
NOx emissions from diesel engines also pose a number of health concerns. Once in the
atmosphere, oxides of nitrogen react with volatile organic compounds (VOCs) in the presence of
sunlight to form ozone. Ozone is a reactive and corrosive gas that contributes too many
respiratory problems. Ozone is particularly harmful to children and the elderly. NOx emissions
themselves can damage respiratory systems and lower resistance to respiratory infection. As with
ozone, children and the elderly are particularly susceptible to NOx emissions.
Despite health and environmental concerns, the diesel engine remains a popular means of
powering trucks, buses, and other heavy equipment. Most buses and heavy-duty trucks are
powered by diesel engines for good reasons. Diesel engines are reliable, fuel-efficient, easy to
repair, and inexpensive to operate. One of the most impressive attributes of the diesel engine is
its durability.
In response to public health concerns, a number of countries worldwide have established
significantly lower exhaust emission limits for new diesel engines that are being phased in over
the 2005-2015 timeframe. The U.S. EPA has mandated new regulations for on highway diesel
trucks and passenger cars to reduce diesel emissions starting with the 2007 model year, with
even further reductions in 2010.
Diesel engine calibration can be adjusted within the temperature-atmosphere combustion map
into regions of higher PM or NOx emissions. A combustion environment that gives higher PM
emissions will naturally result in lower NOx and vise-versa. Manufacturers can take advantage
of this engine calibration control to specify a type of exhaust emission control that is best suited
to meet regulations around the world. Therefore the technologies employed may vary depending
on the demands of the emission standards in different countries [10].

2.1 REDUCING DIESEL EMISSION

The different methods of emission gas can be reduced by the following ways can be reduced
based on various mechanization technology used. These include:
2.1.1 Engine Controls

Engine manufacturers started as early as the late eighties to develop cleaner diesel engines by
employing a number of strategies. These approaches include advanced common rail fuel
injection, electronic engine controls, combustion chamber modifications, air boost, improved
air/fuel mixing, and reduced oil consumption. Achieving ultra-low exhaust emission targets
requires a systems approach. Engine manufacturers are focusing on ways to control engine
operation to reduce engine-out emissions as low as possible and reduce the burden on the
exhaust emission control systems. In diesel engine controlling combustion is the key to approach
reduce engine out particulate emissions by optimizing the mixing between the fuel and air in the
combustion chamber. Some common ways to increase mixing is through combustion chamber
modifications to facilitate turbulent flow as well as fuel injector and injection port design to
modify the spray pattern. Variable geometry turbo charging (VGT), which delivers variable
quantities of pressurized air based on driving conditions, has been effective in reducing PM
emissions by maintaining lean combustion in the engine. Reducing the compression ratios has
been shown effective in lowering combustion temperatures and, in turn, NOx emissions [11].
2.1.2 Exhaust control

The majority of hydrocarbon and carbon monoxide emissions from diesel engines that have
exhaust catalysts occur during cold-start before the catalyst can achieve optimum operating
temperatures. Engine and exhaust system manufacturers have been working together with
catalyst companies to develop ways to heat up the catalyst as quickly as possible. The greatest
benefit came from the introduction of close-coupled catalysts (CCCs). This positioned the diesel
oxidation catalyst (DOC) close to the exhaust manifold to allow rapid heating and therefore rapid
oxidation of CO and hydrocarbons. The exothermic heat generated in the DOC by these
oxidation reactions facilitates the rapid heat up of the downstream catalysts, such as diesel
particulate filters lean NOx catalysts, and selective catalytic reduction (SCR) catalysts.
A supporting technology that links engine controls and exhausts controls and has been used
effectively by both engine and exhaust technology developers is thermal management. The
beneficial impact on reducing cold-start emissions via thermal management has resulted from
numerous improvements to the exhaust system components upstream of the DOC in order to
retain as much heat as possible in the exhaust gases. Manufacturers have developed ways to
insulate the exhaust manifold and exhaust pipe. Attaching the DOC to a double-walled, stainless
steel exhaust pipe containing an air gap within the tube walls is probably the most common
thermal management strategy used today. Thermal management between catalyst components in
the diesel exhaust stream is also important to effectively regenerate the diesel particulate filter by
retaining heat from the oxidation catalyst or auxiliary heat source when passive or active

regeneration strategies are employed. Retaining enough heat downstream to regenerate a lean
NOx trap also requires thermal management and carefully engineered exhaust components [11].
A major employed in reduction of pollutant from diesel exhaust is included below along with a
range of conversion efficiencies that may be achieved.
I. Diesel oxidation catalysts (DOCs)

Installed on a vehicle exhaust system can reduce total PM typically by as much as 25 to over 50
percent by mass, under some conditions depending on the composition of the PM being emitted.
Diesel oxidation catalysts can also reduce smoke emissions from older vehicles and virtually
eliminate the obnoxious odors associated with diesel exhaust. Oxidation catalysts can reduce
more than 90 percent of the CO and HC emissions and more than 70 percent of the toxic
hydrocarbon emissions in diesel exhaust [10].
II. Diesel particulate filter (DPF)

Are installed on all new diesel powered vehicles to meet the U.S. Tier 2 light-duty and 2007
heavy-duty on highway emission limits for PM. DPFs can achieve up to, and in some cases,
greater than a 90 percent reduction in PM. High efficiency filters are extremely effective in
controlling the carbon fraction of the particulate, the portion of the particulate that some health
experts believe may be the PM component of greatest concern. Particulate filters can be designed
to also reduce toxic hydrocarbons emissions by over 90 percent. Diesel particulate filters remove
particulate matter found in diesel exhaust by filtering exhaust from the engine. In order to meet
the stringent particulate emission that is required for diesel light duty vehicles starting with the
2007 model year, the highest efficiency particulate filter is required. The filters are commonly
made from ceramic materials such as cordierite, aluminum titanate, mullite or silicon carbide
[10].
III. Exhaust gas recirculation (ERG)

It is being used on new light and heavy duty diesel vehicles as the primary method of reducing
engine-out NOx. EGR is capable of achieving a 50 percent reduction in NOx emissions or more;
however, it can result in an increase in engine-out PM emissions. Because of the simple chemical
reaction reason, to reduce NOx on a compression ignition engine, the chemical composition of
the exhaust gas must first be changed. There are two ways to accomplish NOx reduction goal -
selective catalytic reduction (SCR) and NOx traps (or NOx Absorbers).
The leading solution for 2010 is Selective Catalytic Reduction (SCR) - an emissions-reduction
technology with the ability to deliver near-zero emissions of Nitrogen Oxides (NOx), a smog
causing pollutant and greenhouse gas. This technology requires treating the exhaust stream with
a spray of diesel exhaust fluid (DEF) - an ammonia based solution. DEF, along with the exhaust
heat and a catalyst, converts NOx into nitrogen and water vapor, which are clean, harmless and
present in the air we breathe every day. Three forms of DEF can be used in SCR systems: pure
anhydrous ammonia, aqueous ammonia and urea.

Urea SCR System

The system will still use the existing engine architecture, diesel oxidation catalyst (DOC) and
diesel particulate filter (DPF), with additional SCR hardware. This technology allows the engine
to function at optimal combustion temperatures, which increases fuel efficiency and reliability.
The main components of the SCR system are the SCR catalyst, the DEF injection unit, the DEF
storing tank and the DEF dosing control unit - a commonly closed-loop control. The system is
benefited from closed-loop control when appropriate exhaust gas sensors are used.
Fig 2.0 Urea SCR control

An ammonia sensor, which is based on a non-equilibrium electrochemical principle and outputs
emf signals, has been developed by Delphi for use as a feedback element in closed-loop control
of urea injection in a diesel SCR after-treatment system. Closed-loop control of SCR dosing
enables the SCR system to be robust against disturbances and to meet conformity of production
(COP) and in-use compliance norms.
DEF is a solution of purified water and urea, an organic nitrogen compound that turns to
ammonia when heated. When DEF is injected into the exhaust pipe downstream of the engine,
the heats of the engine exhaust gases decompose DEF into ammonia and CO2. Vaporized DEF
and hot exhaust gases enter a catalytic converter located in the exhaust system after the DPF
(diesel particulate filter). The catalytic converter contains a catalyst, which is a substance that
causes or accelerates a chemical reaction, without being affected itself. When the NOx reacts
inside the catalyst with the ammonia, the harmful NOx molecules in the exhaust are converted to
harmless nitrogen and water. The Following are the automotive urea SCR reaction equations
Urea decomposition:

CO (NH2)2 + H2O 2NH3 +CO2
SCR reaction:
4NO + 4NH3 diesel catalyst4N2 +6H2O
NO + NO2 +2NH3 diesel catalyst 2N2 + 3H2O
2NO2 + C diesel catalyst 2NO + CO2
4NH3 + O2 diesel catalyst 2N2 + 6H2O [10]
Standing from the literature we will try to design emission reduction for diesel vehicle by
using water vapor spray mechanism according to cost effectiveness and simple to use.

CHAPTER THREE
DISCUSSIONS AND RESULT
3.1Chemical reaction of exhaust gas with water vapor
The exhausts that are produced by a Diesel engine are NO, CO, HC and smoke as well. NOX, CO
and uninflammable hydrocarbons HC are dangerously for the environment while the smoke is
dangerous mainly for the human health.
Specification for pipe;

Diameter of muffler or pipe diameter dp
Length of muffler or pipe length l
Temperature of exhaust gas T
Ru is universal gas constant the same for all substances & its value is 8.314kJ/kmol*K
R the gas constant is different for each gas that is:
R
where, M
Exhaust gas Molar mass of exhaust gas(M,kg/kmol)

Carbon monoxide(CO) 28
Nitrogen monoxide (NO): 30
Nitrogen dioxide (NO2) 46
Hydrocarbons(CH4) 16
Table 3.1 Molar mass of exhaust gas
From the above specification to calculate the volume of exhaust gas V1in the exhaust pipe.
Thus: V1 but A
Therefore V1 0.007m3
R can be calculated as follows:

Thus R is the summation of all exhaust gases, that is:

R
R
R
From the above volume analysis of each exhaust emission gas react with water vapor in the
chamber.
The major exhaust emissions gases are:
 hydrocarbons,(HC)
 Carbon monoxide ,(CO)
 Oxides of nitrogen,(NO and NO2)
 Oxides of sulfur,(SO and SO2)
 Particulates and Soot
Diesel exhaust emissions have been found to contain a number of toxic air contaminants that are
harmful to human health.The vehicle exhaust emissions are typically measured using a gas
analyser and reported in parts per million (ppm) and volume percent (vol %).
Exhaust gas Measured value

Nitrogen monoxide (NO): 1000 ppm
Nitrogen dioxide (NO2) 500ppm
Oxides of Sulphur (SOx): 600 ppm
Carbon Monoxide (CO): 60 ppm
Hydrocarbons (HC): 180 ppm
Particulate matter (PM): 120 mg/N
Table 3.2: Typical concentrations of exhaust emissions [6]
3.1.1 Emission reduction for oxides of nitrogen (NOx)

The oxides of nitrogen (NOx), is a group of toxic gases formed by the reaction of nitrogen and
oxygen. At extremely high temperatures of combustion, these two gases react to form nitrogen
dioxide NO2, and nitric oxide NO.

These gases are major source of ground level ozone (smog) and are also a significant source of
acid rains and soot formation. At highly elevated temperatures encountered during combustion,
mainly in pre-mixed burning phase, oxygen molecule dissociates into atomic oxygen and reacts
with nitrogen to form nitric oxide. When the combustion temperatures are not sufficiently high
for atomic dissociation of oxygen then the oxygen molecules react with nitrogen to form nitrogen
dioxide. This may happen during the diffusion control burning phase of combustion.
NOx emissions are suspected of contributing directly and indirectly to several atmospheric
processes that are known to be degrading the environment.
 Acid Rain
 Forest and Vegetation Decline
 Changes to Ozone Layer
Exhaust gases of an engine can have up to 2000 ppm of oxides of nitrogen. Most of this will be
nitrogen monoxide (NO), with a small amount nitrogen dioxide (NO2).
Nitrogen dioxide (NO2) is broken down by sunlight to form nitrogen monoxide (NO). NO then
reacts to form more NO2. Ozone and unstable oxygen compounds known as proxy-radicals can
also be involved in this cycle.
Nitrogen oxides are really at the centre of atmospheric chemistry as shown below.
Most chemical compounds which are oxidized and removed from the air or are transformed into
other chemical species come into touch directly or indirectly with NO or NO2.
Nitrogen oxides at the centre of atmospheric chemistry.

Image Elmar Uherek.
NOx (= NO + NO2) and other nitrogen oxides are important in almost all atmospheric reactions.
Another form of nitrogen oxide, the very reactive nitrate radical (NO3) is formed in the dark and
this controls the chemistry of the night time atmosphere.

Nitrogen oxides react with water to form nitric acid (HNO3). Nitric acid is not only a major
contributor to acid rain but is also the main way in which nitrogen oxides are removed from the
air, either by dry deposition of the acid directly or by removal in rain. Nitric acid is also
important in polar stratospheric cloud chemistry. Here it occurs as nitric acid tri-hydrate and this
species plays a part in the formation of the ozone hole [10].
3.1.1.1 Emission reduction of nitrogen monoxide (NO)

This oxide that comes from engine is also reacting with water vapor that prepare in the tank
(from tank to chamber through in the nozzle and pipe).Nitrogen dioxide (NO2) is broken down
by sunlight to form nitrogen monoxide (NO).
Mathematically,
NO (g) + H2O (g) NO2 (g) +H2 (g)
But by the reverse reaction at the temperature of 200 nitrogen dioxide (NO2) react with water
vapor to form pure oxygen and ammonia.
For the given above volumetric analysis or fraction volume (y) of each exhaust gas to determine
the total pressure as follows:
Mathematically;
y where, y
0.001 m
RNO 0.277KJ kg K
Then pressure of NO is:
PVC
PNO
3.1.1.2Emission reduction of nitrogen dioxide (NO2)

Nitrogen dioxide is an emission gas that comes from the engine passes through pipe and enters to
reaction chamber, which react with water vapor to produce oxygen and ammonia.
Mathematically,

Ammonia (NH3) is also the most important basic gas in the atmosphere. It reacts in the
atmosphere with acid species like nitric acid to form aerosol particles.
The ammonia acts as reduction against and converts the oxides of nitrogen (NO and ) into
free nitrogen ( ) and water vapour (H2O).
From the reaction chamber ammonia can be produce by the reaction of nitrogen dioxide with
water vapor this reaction converted the reverse reaction at the respiratory temperature of 20 to
produce nitrogen molecule and water vapor.
By the reaction:
8NH3 O2 (g) 7N2 H2O (g)
First find mass of NO2:
Pressure of NO2:
PNO2
3.1.2 Emission reduction of Carbon monoxide (CO)

Carbon monoxide is a colorless and odorless but a poisonous gas. When there is not enough
oxygen to convert all carbon to CO2. Some fuel does not get burned and some carbon ends up as
CO. Carbon monoxide is formed as an intermediate product of hydrocarbons fuel combustion. It
is mainly formed due to the lack of adequate oxygen to form carbon dioxide or due to
insufficiently high temperatures. Carbon monoxide may eventually oxidize into carbon dioxide
in the presence of sufficient oxygen and higher temperatures. Just as in case of nitrogen, reaction
of carbon with oxygen depends heavily on availability of adequate oxygen and high temperatures
for complete oxidation. In absence of either of them, carbon oxidation is incomplete, leaving

behind carbon monoxide. As compared to a gasoline engine though, a diesel engine produces
less carbon dioxide and carbon monoxide [12].
Carbon monoxide that comes from engine that make react with water vapor to produce carbon
dioxide and hydrogen gas.
Mathematically:
CO (g) + H2O (g) CO2 (g) + H2 (g)
The above reaction shows carbon monoxide with water vapor to produce carbon dioxide gas and
hydrogen gas according to spraying mechanism.
Mass of CO can be calculated as follows;
y
M
0.0018kg/kmol
Pressure of CO:
PCO
3.1.3 Emission reduction of Hydrocarbons (HC)

There will always be a certain amount of fuel left unburned or partially burned. This shows up as
unburned hydrocarbon in the exhaust gasses.
These hydrocarbons are toxic in nature; having adverse effects on our health and in some cases
are known to cause cancer. In most cases, this amount is negligible and some part of it comes
from unburned lubricating oil. Unburned hydrocarbons are formed due to several reasons like
insufficient oxygen for complete combustion in some parts of the cylinder and insufficient
temperature for ignition of fuel in some other parts of the cylinder. It can also be caused from
poor atomization of fuel towards the end of injection or fuel leaking from the sack of the injector
after the fuel injector needle is closed.
The amount of unburned or partially burned hydrocarbons can be minimized by proper
maintenance of fuel injectors and cylinder conditions.
CH4 +2H2O CO2 + 4H2
Mass of CH4:
y
Pressure of CH4:
PCH4
Total pressure (Pt) of exhaust gas by Dalton’s law is:
Pt
Pt
Pt

If all of the above pollutants from the exhaust gas emission are studied carefully, it can be noted
that most of them are formed due to improper air/fuel ratio and temperature/pressure conditions
that are not conducive for complete combustion of the fuel. With the advancement in technology,
the modern diesel engine is designed to minimize the exhaust gas emissions. Over time though,
the engine components start to wear and the engine becomes untuned and imbalanced. This leads
to disturbance in the air/fuel ratio. Due to this problem to design emission reduction for diesel
automobiles by water vapor spray mechanism is very important to reduce emission.
Water heater
Water heating is a thermodynamic process that uses an energy source to heat water above its
initial temperature. Typical domestic uses of hot water include cooking, cleaning, bathing, and
space heating. These metal vessels that heat a batch of water do not produce a continual supply
of heated water at a preset temperature. Rarely, hot water occurs naturally, usually from natural
hot springs. The temperature varies based on the consumption rate, becoming cooler as flow
increases.
Appliances that provide a continual supply of hot water are called water heaters, hot water
heaters, hot water tanks, boilers, heat exchangers, geysers, or calorifiers.
But in our project water tanks heated by electric power system that is vehicle battery powered by
connecting flexible copper wire.[13]
Fig 3.1 Water tank heated system
Fig 3.2 Flexible copper wire water heater connector

Design procedure:-
Any design procedure has to follow the essentials of the design process. The design procedure
describes, in steps, the evolution of a design. The following sequence is often followed:
 Recognition: - it is the complete description of the problem .i.e. the machined to be
designed and its purpose are recognized.
 Synthesis: - in the second step of a mechanism or a group of mechanisms are selected to
result in to desired motion or group of motion.
 Analysis: - each element of selected mechanism will transmitted some energy and this
will be subjected to some force. At this stage the energy to be transmitted by and the
force acting on each element of the mechanism are determined or estimated
 Selection of material: - the material for each member is selected on the basis of its
function.
 Calculation: - the permissible stresses are immediately known once the material is
selected. Based up on this and forces coming up on each member the size of the element
is calculated. Sometimes the permissible deflection or deformations may have to be used
as criterion or size calculation.
 Revision and modification:- the size of each member has to be examined in context of
previous experience code or standards. This may be followed by revision &modification
of the sizes. Such revision may many times involve use of empirical formulae based up
on experimental results. Modification may also be necessitated by consideration of
manufacturing to reduce overall cost. This step emphasis that design is an integrative
process and as such feedback from every possible source is utilized at this stage. This
stage includes, experience, code standards and regulation, experiment, cost,
manufacturing process, and human factor.
 Report: - finally, the complete detail drawing of machine has to be made. such drawing
includes all details of materials and specifications of manufacturing process[8].
The main components of the project are:
1-water tank 5- chamber separator
2 -spray nozzle valve 6- cam
3- shaft 7-reaction chamber
4- spur gear 8-bearing

Fig.3.3 Geometry analysis
Work principle
Exhaust gas produced by diesel engine that passes through the pipe into the chamber to rotating
the gear, shaft and cam by the force of exhaust gas.
From the pressurized exhaust gas cam rotate the flat follower to press the nozzle valve in order to
spray water vapor by nozzle into the chamber (by opening and closing of nozzle valve).
Finally water vapor reacts with exhaust gases in the reaction chamber to produce clean air to
release the environment.
Generally this emission reduction mechanism is the most important to minimize pollution of the
environment.

3.2 PART DESIGN AND SPECIFICATION

To design each component the first thing is material selection that uses to design in appropriate
manner. Let us see the definition of material selection.
Material selection is a step in the process of designing any physical object. In the context of
product design, the main goal of material selection is to minimize cost while meeting product
performance goals. Systematic selection of the best material for a given application begins with
properties and costs of candidate materials. The factor which should be considered while
selecting the material for a machine component is as follows: The following factors should be
considered for selecting the material:
1. Availability of the materials,
2. Suitability of the materials for the working conditions in service, and
3. The cost of the materials [1].
3.2.1Design of Cam
A cam is a rotating machine element which gives reciprocating or oscillating motion to another
element known as follower. The cam and the follower have a line contact and constitute a higher
pair. The cams are usually rotated at uniform speed by a shaft, but the follower motion is
predetermined and will be according to the shape of the cam.
The cam and follower is one of the simplest as well as one of the most important mechanisms
found in modern machinery today.
There are many types of followers such as Knife edge follower, roller follower, flat faced or
mushroom follower, Spherical faced follower. From these we select flat faced follower. When
the contacting end of the follower is a perfectly flat face, it is called a flat-faced follower.
The flat faced followers are generally used where space is limited such as in cams which operate
the valves of automobile engines. When the flat faced follower is circular, it is then called a
mushroom follower.
There are two types of cams.
a) Radial or disc cam: In radial cams, the follower reciprocates or oscillates in a direction
perpendicular to the cam axis.
b) Cylindrical cam: In cylindrical cams, the follower reciprocates or oscillates in a direction
parallel to the cam axis. The follower rides in a groove at its cylindrical surface. From
these we select radial cam.
Terms Used in Radial Cams

The following terms are important in order to draw the cam profile:
 Base circle: It is the smallest circle that can be drawn to the cam profile.
 Trace point: It is a reference point on the follower and is used to generate the pitch
curve.

 Pressure angle: It is the angle between the direction of the follower motion and a normal
to the pitch curve. This angle is very important in designing a cam profile. If the pressure
angle is too large, a reciprocating follower will jam in its bearings.
 Prime circle: It is the smallest circle that can be drawn from the centre of the cam and
tangent to the pitch curve. For a knife edge and a flat face follower, the prime circle and
the base circle are identical. For a roller follower, the prime circle is larger than the base
circle by the radius of the roller.
 Pitch circle: It is a circle drawn from the centre of the cam through the pitch points.
 Lift or stroke: It is the maximum travel of the follower from its lowest position to the
topmost position.
 Pitch circle: It is a circle drawn from the centre of the cam through the pitch points.
The selected material for cam is Aluminum because of having the following properties:
 Excellent resistance to corrosion.
 Heat treatment
 Resist oxidation
 Very tough
 Excellent ductility
 Can be forged and rolled
The aluminum may be alloyed with one or more other elements like copper, magnesium,
manganese, silicon and nickel. The addition of small quantities of alloying elements converts the
soft and weak metal into hard and strong metal, while still retaining its light weight.
Assumptions in flat faced cam follower:
Outward=120
Dwell=30°
Inward=120°
Dwell=90°
Stroke=15mm
Minimum radius of cam=20mm
Now we can draw and Construct the cam profile. Since the follower moves outwards and
inwards with simple harmonic motion, therefore the displacement diagram,

Figure 3.4 Displacement diagram
Figure 3.5 cam profile

Fig3.6 Final design of cam
3.2.2 Design of spring

A spring is an elastic body, whose function is to distort when loaded and to recover its original
shape when the load is removed.
There are many types of springs: Helical springs (compression and tension); Conical and volute
springs; Torsion springs; Leaf springs; Disc (or Belleville) springs. Materials for springs should
have high fatigue strength, high ductility, and high resilience and should be creep resistant, due
to this we are select hard drawn carbon A227 steel. Its selection depends upon the service for
which are they used. (Severe service, average service and light service).
Selected type is helical springs: advantage of this spring is,
 Easy to manufacture.
 Available in a wide range.
 Are reliable. Have constant spring rate.
 Their characteristic can be varied by changing dimensions. .
Figure 3.7 helical spring [3]

3.2.2.1 Design specification of spring

Wire diameter, d
External diameter, De
Mass of spring and other elements, m
That is weight
The ends are squared and total number of turn’s are 13.
Table 3.3: mechanical property of spring wire Diameter, A, Cost Material No. m in of wire
ASTM exponent diameter A, diameter A, Relativ
Material no m in kpsi, mm Mpa, e cost
inm mmm of wire
Music wire* A228 0.004–0.256 201 0.10–6.5 2211 2.6
0.145
OQ&T wire† A229 0.187 0.020–0.500 147 0.5–12.7 1855 1.3
Hard-drawn wire‡ A227 0.190 0.028–0.500 140 0.7–12.7 1783 1.0
Chrome-vanadium A232 0.168 0.032–0.437 169 0.8–11.1 2005 3.1

wire
Chrome-silicon A401 0.108 0.063–0.375 202 1.6–9.5 1974 4.0
wire_
302 Stainless wire# A313 0.146 0.013–0.10 169 0.3–2.5 1867 7.6–
0.263 0.10–0.20 128 2.5–5 2065 11
0.478 0.20–0.40 90 5–10 2911
Phosphor-bronze B159 0 0.004–0.022 145 0.1–0.6 1000 8.0
wire** 0.028 0.022–0.075 121 0.6–2 913
0.064 0.075–0.30 110 2–7.5 932
Design analysis:
i. Torsion yield strength of wire:
From table 3.3 to identify the constant parameter;
Constants A and m of Sut = A/
A= and m
A and m
Then to find ultimate tensile strength:
Sut

From table 10.6[3]

Ssy
Load (F) corresponding to the yield strength:
Ds (spring diameter): Spring diameter is mean diameter of spring. That is calculated by
subtracting wire diameter d from external diameter De.
The main spring coil diameter is D
D
Thus the spring index C
Therefore replacing Ks and with KB and Ssy, respectively Thus:
F
We know that Bergestrasser factor [3]

Maximum spring load,
Spring rate: the spring rate (or stiffness or spring constant) is the load required per unit deflection
of the spring.
Mathematically,
Spring rate, k =
Where F= Load, and
= Deflection of the spring
Or k
From table 10.5[3]
d and G

Type of end Total numbers of Solid length Free length Pitch

turns (n’)
1 - Plain ends n (n + 1) d pn + d L
2 - Ground ends N Nd pn
3- Square ends n+2 (n + 3) d pn + 3d
4- Square and n+2 (n + 2)d pn + 2d
ground ends
Table 3.4: Type of spring ends [3]
’ For both ends squared: ’
n
k
The deflection that would be caused by the load:
y
Ls (Solid length): Maximal length of a spring after total blocking. This parameter is shown in the
picture on right.
Solid length of spring from table:
Ls ’
Lf (free length): Free length of compression springs is measured in its uncompressed state.
The free length of spring:
Lf
To check if buckling is possible;
For steel and squared ground:
Lf 
Lf , therefore there will be no buckling…………………………safe.
P (pitch): Average distance between two subsequent active coils of a spring.
The pitch of the body coil is:

Fig 3.8 Design of spring with nozzle valve
3.2.3 Design of spur gear

Spur gears have parallel teeth to the axis of rotation and are used to transmit motion from one
shaft to another parallel shaft. Of all types of, the spur gear is the simplest and, for this reason,
will be used to develop the primary kinematic relationship of the tooth form. The cast iron is
widely used for the manufacture of gears due to its good wearing properties, excellent
machinability and ease of producing complicated shapes by casting method.
Table 3.5: Standard proportions of gear systems [1]
S.No Particulars
1 Addendum 1m 1m 1m
2 Duodenum 1.25 m 1.25 m 1.25 m
3 Working depth 2m 2m 2m
4 Minimum total depth 2.25 m 2.25 m 2.25 m
5 Tooth thickness 1.5708 m 1.5708 m 1.5708 m
6 Minimum clearance 0.25 m 0.25 m 0.25 m
7 Fillet radius at root 0.4 m 0.4 m 0.4 m

From the above table takes and calculates using the above
relation of gear geometry:
 Addendum, a =1m
 Deddendum,d=1.25m
 Working depth=2m where, m =module
 Tooth thickness=1.5708m
 Clearance =0.25m
 Mean total depth =2.25m
 Face width,b10m10
3.3.3.1Force analysis of spur gear teeth

Fn
Fr
Ø where
Ft Fn= separating force

Ft=transmitted force
Fr=resultant force
r Dp/2 Ø=pressure angle
Fn
Fr Fr = ……………1
Fn = Fr ………..2
Ø Ft F t= ………………3
T= ………………….4
Where Dp = pitch diameter
T = torque on gear

P=power
n=speed of gear in rpm
To calculate the entire above variable we need to determine number of teeth on spur gear.
Ns= 2k/sin2 ………………………………………eqn (5)
Where k=1; for 20 full depth of involute teeth.
Therefore; N=2*1/sin20*sin20=17.1 from eqn …… (5)
Therefore the minimum number of teeth on spur gears is 18.
 Module(m)=6mm
 Radius of gyration(k)=1 for 20° full depth
 Speed(n)=300rpm
Pitch diameter is given by
DP = mN..................................................................................... (6)
DP = 6mm*18
DP = 108mm
D = diametral pitch
d= = mm =0.167/mm
r= = = 54mm
To calculate the components of force by exhaust pressure from diesel engine at 888.55KN/m2
and the area (A) can be calculated as to apply the exhaust gas pressure on gear.
A (6
Rn
Where, Rn
Assume coefficient of friction
Fr
355.42N

Transmitted force, Ft can be calculated as follow:

Ft Fr cosØ
Ft 355.42N 334.02N
Torque T 
Power, P
Separating force, Fn=
3.2.4 Design of shaft

A shaft is a rotating member, usually of circular cross section, used to transmit power or motion.
It provides the axis of rotation, or oscillation, of elements such as gears, and cam controls the
geometry of their motion. Shafts are the elements that support rotating parts like gears and cam
and turn themselves supported by bearings resting in the rigid machine housing.
The material used for shafts should have the following properties: high strength, good mach
inability, low notch sensitivity factor, good heat treatment properties, and high wear resistant
properties. The material used for ordinary shafts is carbon steel of grades 40 C 8, 45 C 8, 50 C 4
and 50 C 12. We select carbon steel grade 50c4 in standard mechanical properties of these grades
of carbon steel from table the ultimate tensile strength=640 - 760MPa but we select the minimum
640MPa and Yield strength=370MPa
The material used for ordinary shafts is carbon steel of grades 40C8, 45C8, 50C4 and 50C12.
Table 3.7.mechanical properties of steels used for shafts [1].
Indian standard designation Ultimate tensile strength, MPa yield strength

40C8 560-670 320
45C8 610-700 350
50C4 640-760 370
50C12 700 min 390
Design analysis of shaft

But our design is considered shafts subjected to combined twisting and bending moments then
the maximum stress (tensile or compressive) is given by the bending equation. We know that
Maximum Permissible Working Stresses for Transmission Shafts
According to American Society of Mechanical Engineers (ASME) code for the design of
transmission shafts,

For shafts purchased under definite physical specifications, the permissible shear stress ( ) may
be taken as 30 per cent of the elastic limit in tension (σy) but not more than 18 per cent of the
ultimate tensile strength (σu). In other words, the permissible shear stress,
= 0.3 σy or 0.18 σu, whichever is less.
Specification of shaft design
FS= Maximum load on the spring
T
Ft force N
Length of shaft, according to volume of chamber
The shaft supported in bearing, carrying gears and cam is shown in below.
From material carbon steel grade 50c4 ultimate tensile strength = 700MPa and Yield
strength=370MPa
Permissible shear stress = 0.3 σy and 0.18 σu whichever is less.
= 0.3 σy
 = 0.3*370MPa
 =111MPa
= 0.18 σu
 =0.18*640
 = 115MPa
We select the lowest shear stress =111MPa
We can calculate the diameter of shaft by the bending moment analysis:
A
C D
180 FRB
FRA 170 130
Fig 3.9 Free body diagram for shaft all dimensions are in mm.
The Reaction force:
Fy
N
N…………………………... (a)

Taking moment about A

∑
0.48
0.48 ……… (b)
From equation (a) and (b)

N N 267.75N
Bending moment analysis:
Bending at A
∑
0.4
0
Bending at C
Bending at D
0
0.35
Maximum bending moment transmitted shaft at C.

Bending moment diagram

Fig 3.10 Shear force and bending moment diagram
According to maximum shear stress theory, equivalent twisting moment given as;
Te
Now equivalent twisting moment (Te);
Te
d
From the standard shaft diameter (d) =20mm.
i. Bending stress
σ = Bending stress,σ =
= =165.34N/mm2

ii. Maximum shear stress

= σ
=
=182.4N/mm2
iii. Calculation of safety factor(n)
σ
σ =
σ
=σ
= =
iv. Failure cheek our design from the material selection:

Ultimate tensile strength=640N/mm2
Yield strength=370N/mm
The final calculation result:
=138.4N/mm2
Bending stress = 165.34N/mm2
n=3.8
Our shaft design is to be safe because all stresses are under Ultimate tensile strength and yield
strength.
Fig 3.11 shaft design

3.2.5 Design of key

A key is a piece of mild steel inserted between the shaft, cam and gear to connect these together
in order to prevent relative motion between them. It is always inserted parallel to the axis of the
shaft. Keys are used as temporary fastenings and are subjected to considerable exhaust and
shearing stresses. Different types of keys are available, the choice of which is dependent on
power requirements, tightness of fit, stability of connection and cost. For a light transmission, a
set screw may be employed. But for this work, a flat key of rectangular type was adopted, as this
is used where added stability is desired. Key can be classified in different types but we use sun
key due to different reasons.
Specification for key design

 Key material is mild steel.
Key material property:
 Shearing stress =42Mpa
 Crushing stress =70Mpa
From a text book of machine designs by Khurmi and Gupta, for rectangular key, we find the
following dimension based on diameter of shaft (20mm);
Width of the key, W=28mm
Thickness of the key, t=10mm
The length of the key is obtained by considering the key in shearing and crushing.
Considering shearing of the key,
Shearing strength (or torque transmitted) of the key:
T=l …………… (1)
And torsional shearing strength (or torque transmitted) of the shaft

T= ………………… (2)
Equating (1) and (2)

T=T

Now considering crushing stress (Torque transmitted) of the key,
T ............................... (3)
Now considering equation (2) and (3)

l
Figure 3.12 key
3.2.6 Design of Pipe (muffler)

The pipes are used for transporting various fluids like water, steam, different types of gases, oil
and other chemicals with or without pressure from one place to another.
Specification of pipe:
d
Pt=exhaust pressure from the engine= KN/m2
According to thin cylindrical formula, wall thickness of pipe (t),
t= OR
Where,
l = Efficiency of longitudinal joint.
Allowabletensile stress
A little consideration will show that the thickness of wall as obtained by the above relation is too
small. Therefore for the design of pipes, a certain constant is added to the above relation. Now
the relation may be written as:
t=
Table 3.7: constant value of C, [3]

Material Cast iron Mild steel Zinc and Lead Copper
Constant C in mm 9 3 4 5

From the above relation, we can determine the thickness (t) of pipe. That means,


Therefore. t<4mm.
Also determine allowable stress:
t5,331.3kPa.
According to thin cylindrical formula, wall thickness of pipe,
t .005mm.
The material selected for pipe is mild steel so; C is 3 taken from the above table 3.5.
For the design of pipes, a certain constant C is added.
Thus t
t = 0.005 + 3
t= 3.005mm.
To check buckling t that is 3.005 …………….so the design is safe.
3.2.7 Design of tank

The tanks are used to store fluids under pressure. The fluid being stored may undergo a change
of state inside the pressure vessel as in case of steam boilers or it may combine with other
reagents as in a chemical plant.
Material selection for tank is plain carbon steel, because plain carbon steels have the following
properties;
 Excellent resistance to corrosion
 Heat treatment
 Resist oxidation
 Very tough and can be forged and rolled
 Easily welded etc.
In order to design tanker with steam water in the given percent volume of exhaust gas by the
engine to determine the volume of water vapor according the reaction as follows:
Specification of tanks:
Density of water vapor,
Temperature of water heated
M molar mass of water vapor

I. Nitrogen monoxide(NO):
NO (g) + H2O (g) NO2 (g) +H2 (g)
First determine the fraction of water vapor in each exhaust gas from the balancing chemical
reaction and the given value of each exhaust gas.
1mol of NO=1mol ofH2O where, y is volume fraction of water vapor
0.001 fraction of NO = yH2O
yH2O=
yH2O = 0.001
Mass of H2O:
II. Nitrogen monoxide(NO):

4NO2 (g) + 6H2O (g) 7O2 (g) + 4NH3 (g)
4mol ofNO2= 6mol ofH2O
0.0005NO2= yH2O
yH2O =
yH2O= 0.00075
Mass of H2O:
 = 0.00075 =0.0032kg/kmol
III. Carbon monoxide(CO)
CO (g) + H2O (g) CO2 (g) + H2 (g)
1mol of CO = 1mol ofH2O
0.00006CO= yH2O
yH2O=
yH2O=0.00006
Mass of H2O:
yH2O

IV. Hydrocarbon (CH4)
CH4 +2H2O CO2 + 4H2
1molCH4 2molH2O

0.00018CH4 yH2O
yH2O=
yH2O= 0.00036 fraction volume

Mass of H2O:
yH2O=
= 0.00036
0.00648kg/kmol
Total mass of water vapor in each emission gas:
0.0032 0.00648
Total mass of water vapor,mt

Then the total volume of tanks is:
=
The capacities of tanks are .

Then determine the pressure of water vapor through the spray nozzle.
Since, from the ideal gas equation:

Fig 3.13 dimension of water tank
Fig 3.14 final design of water tank

3.2.8 Design of reaction chamber

This is the base of all components of the project; it is a rectangular section to support the rotating
shaft by ball bearings and recirculation of emission gas with water vapor.
Design specification of chamber:
Pt total pressure this already calculated before.
Ru 8.314KJ/Kmol*K universal gas constant
mt 0.0577kg/kmol calculated before.
T reciprocating temperature of diesel engine 473K
R KJ/kg K
From the above specification to determine the capacity of chamber V2, thus from the ideal gas
equation that is:
P
But V2 where, V1 0.007m3 volume of inlet pipe

Then V2
V2
V2
The volume of chamber is 0.0083m3.
Fig 3.15 Dimension of reaction chamber

Fig3.16 solid work reaction chamber
3.2.9 Design of spray nozzle

The design elements used within the spray nozzle to manipulate the movement of water vapor
through the spray nozzle will impact the discharge velocity of the water vapor throughout and
the discharge patterns reach.
Fixed nozzles have certain velocity or pressure ranges of effectiveness. Below the lower limit of
the force range, the discharge pattern is ineffective; above the upper limit, velocities may be
reached that will result in decreased effectiveness due to reduction in the discharge pattern,
delivery distance and/or the water vapor throughout.
To determine diameter of nozzle:
Thus but
 10mm

Fig 3.17 spray nozzle
Fig3.18 final design of nozzle
3.2.10 Bearing selection

Bearing is a device that is used to enable rotational or linear movement, while reducing friction
and handling stress. Resembling wheels, bearings literally enable devices to roll, which reduces
the friction between the surface of the bearing and the surface it’s rolling over. It’s significantly
easier to move, both in a rotary or linear fashion, when friction is reduced, this also enhances
speed and efficiency. There are numerous different kinds of bearings that are designed to handle
radial load, thrust load, or some combination of the two. From those ball bearings are suited to in
our project. The lubricant is used to separate the overall and bearing land is usually mineral oils
used. From the following standard table we select the diameter and width of the bearing.

Material selection for bearing high carbon chromium bearing steel, because, it should have the
following properties;
 Easy production
 Shock and heat resistance
 Corrosion resistance
 High compressive strength
 Sufficient strength and rigidity
 Sufficient fatigue strength
 Conformability: accommodate shaft deflections
 Bond ability: high strength steel shell.
 High thermal conductivity
Specification of ball bearing:
Table3.8: principal dimensions for radial ball bearing [1]
Bearing no Bore(mm) Outside diameter(mm) Width(mm)
204 20 47 14
200 10 30 9
300 10 35 10
202 15 35 11
302 15 42 13
211 55 100 21
311 55 120 29
212 60 110 22
412 60 150 35
From the table we select bearing number 204

Internal diameter of bearing, di =20mm (shaft diameter)
External diameter of bearing do= 47mm
Width =14mm

Fig3.19 Design attributes of ball bearing [14]
Lubrication of bearings
The ball and roller bearings are lubricated for the following purposes:
i. To reduce friction and wear between the sliding parts of the bearing,
ii. To prevent rusting or corrosion of the bearing surfaces,
iii. To protect the bearing surfaces from water, dirt etc., and
iv. To dissipate the heat.
3.2.11 Bolt and nut design

A screwed joint is mainly composed of two elements i.e. a bolt and nut. The screwed joints are
widely used where the machine parts are required to be readily connected or disconnected
without damage to the machine or the fastening. In our design the screw is used to connect the
water tank to the reaction chamber. Nut: When a bolt and nut is made of mild steel, then the
effective height of nut is made equal to the nominal diameter of the bolt. If the nut is made of
weaker material than the bolt, then the height of nut should be larger, such as 1.5 d for gun metal,
2 d for cast iron and 2.5 d for aluminum alloys (where d is the nominal diameter of the bolt). In
case cast iron or aluminum nut is used, then V-threads are permissible only for permanent
fastenings, because threads in these materials are damaged due to repeated screwing and
unscrewing. When these materials are to be used for parts frequently removed and fastened, a
screw in steel bushing for cast iron and cast-in-bronze or metal insert should be used for
aluminum and should be drilled and tapped in place.

Table3.9: Design dimensions of screw threads, bolts and nuts [1]

Designation Pitch nominal Pitch core core Depth of Stress
(mm) diameter diameter diameter diameter thread area
(d = dp mm (dc ) mm (dc ) mm (bolt) mm2
D)mm Bolt Nut mm
M7 1 7.000 6.350 5.773 5.918 0.613 28.9

M8 1.25 8.000 7.188 6.466 6.647 0.767 36.6
M 14 2 14.000 12.701 11.546 11.835 1.227 115
M 18 2.5 18.000 16.376 14.933 15.294 1.534 192
M 20 2.5 20.000 18.376 16.933 17.294 1.534 245
M22 2.5 22.000 20.376 18.933 19.294 1.534 303
M27 3 27.000 25.051 23.320 23.752 1.840 459
M 30 3.5 30.000 27.727 25.706 26.211 2.147 561
From in the above table
We select M22 d = 22mm, dP =20mm, bolt dc=19mm, dc nut =19.2mm,and depth of tread
bolt=1.534
The material is safe tensile stress (σt) 60MPa = 60N/mm2
Fig 3.20 dimension of bolt
Fig 3.21 nut design

I. Tensile stress due to stretching of bolt
Since none of the above mentioned stresses are accurately determined, therefore bolts are
designed on the basis of direct tensile stress with a large factor of safety in order to account for
the indeterminate stresses. The initial tension in a bolt, based on experiments, may be found by
the relation:
Stress area, A=303mm2
Where, dP= Pitch diameter, and
dc= Core or minor diameter
Safe tensile load Ps = Stress area × σt
Ps=303mm2×60N/mm2
Ps=18.18KN
II. Tensional shear stress caused by the frictional resistance of the threads during its
tightening.
The tensional shear stress caused by the frictional resistance of the threads during its tightening
may be obtained by using the torsion equation.
We know that:
Where, = Tensional shear stress,

T = Torque applied, and
dc= Minor or core diameter of the thread
 =
 =
 =25.8MPa
III. Shear stress across the threads
The average threads shearing stress for the thread ( s) is obtained by using the relation

= , n=4, b = 1.53
 =
 =49MPa
IV. Compression or crushing stress on threads
The compression or crushing stress between the threads ( ) may be obtained by using the
relation:
=
d = Major diameter,
dc= Minor diameter, and
n = Number of threads in engagement.
 =37MPa
Fig 3.22 Final design of bolt

3.2 Result
After finishing this design so many results are obtained. These are the improvement of emission
reduction, safe environmental condition, improve human health and soon.
The knowledge in mechanical, fluid system, electrical and chemical reaction are crucially needed
for generating the design concept.
Table 3.10: Result of each component
No Spur Gear design calculation result
1 Material Cast iron
2 Tensile strength 250N/mm2
3 No of teeth 18
5 Diameter of spur gear 108mm
7 Transmitting force 334.02N
8 Normal force 1.77kN
9 Radial force 355.42N
No Shaft design calculation result

1 Material Grade 50c4 steel
2 Tensile stress 640N/mm2
3 yielded strength 370N/mm2
4 Share stress( 111N/mm2
6 Diameter shaft 20mm
7 Maximum bending movement 93.71Nm
No Bolt and nut design calculation result

1 Material Mild steel
2 Share stress( 25.58MPa
3 Average thread shearing stress for the screw ( s) 49MPa
4 A crushing stress between the threads (σc) 37MPa
5 Tensile stress 60N/mm2

No Key design calculation result

1 Material Mild steel
2 length 49mm
3 Width 28mm
4 thickness 10mm
No Tank design calculation result

1 Material plain carbon steel
2 Total mass of water vapor 0.0288kg/kmol
3 Capacity of tank 0.00993m3
4 Vapor pressure
No chamber design calculation result

1 Material carbon steel
2 Total mass of exhaust gas 0.057kg/kmol
3 Volume of chamber 0.0083m3
4 Pressure of exhaust gas 888.55kPa

No Spring design calculation result

1 Material hard drawn carbon A227 steel
2 Spring load 192.2N
3 spring diameter 11mm
4 spring rate 8728N/m
5 deflection 23.6mm
6 Solid length 28mm

7 free length 51.6mm
8 pitch 4.41mm
3.3 Manufacturing Process of components

The process of converting raw materials, components, or parts into finished goods that meet a
customer's expectations or specifications. Manufacturing commonly employs a man-machine
setup with division of labor in a large scale production.
Manufacturing processes are the steps through which raw materials are transformed into a final
product. The manufacturing process begins with the creation of the materials from which the
design is made. These materials are then modified through manufacturing processes to become
the required part. Manufacturing processes can include treating (such as heat treating or coating),
machining, or reshaping the material. The manufacturing process also includes tests and checks
for quality assurance during or after the manufacturing, and planning the production process
prior to manufacturing [7].
3.3.1Manufacturing process of gear

Manufacture of gears needs several processing operations in sequential stages depending upon
the material and type of the gears and quality desired.
Gear manufacturing has been one of the most complicated of the metal cutting processes
Materials used to produce gears may include steel-which is the most common material and
various non-ferrous materials including plastics and composites.
Manufacturing methods include: machining, forging, casting, stamping, powder metallurgy
techniques and plastic injection molding.

Gear machining is classified into two Categories:

 Gear Generating
 Gear Form-Cutting
Gear generating involves gear cutting through the relative motion of a rotating cutting tool and
the generating, or rotational, motion of the work piece. The two primary generating processes are
hobbing and shaping. Hobbing uses a helically fluted cutting tool called a hob. Both the hob and
the work piece rotate as the hob is fed axially across the gear blank. Hobbing is limited to
producing external gear teeth on spur and helical gears. Hobbing can be performed on a single
gear blank, but also allows for stacking of multiple work pieces, increasing production rates.
Shaping produces gears by rotating the work piece in contact with a reciprocating cutting tool.
The cutter may be pinion shaped, a multi-tooth rack-shaped cutter, or a single-point cutting tool.
Gear form-cutting uses formed cutting tools that have the actual shape, or profile, desired in the
finished gear. The two primary form-cutting methods are broaching and milling. Broaching is
the fastest method of machining gears and is performed using a multi-tooth cutting tool called a
broach. Each tooth on the broach is generally higher than the preceding tooth. As a result, the
depth of cut increases with each tooth as the broaching operation progresses. Broaching is
typically used to produce internal gear teeth. External teeth can be broached using “pot
broaching”. In this process a hollow broaching tool, called the pot, is used to cut the gear teeth.
Milling is a basic machining process which uses the relative motion between a rotating, multi-
edge cutter and a work piece to cut individual gear teeth.
Gear Finishing
After manufacturing, gears require a number of finishing operations. Finishing operations
include heat treatment and final dimensional and surface finishing.
This finishing can be accomplished using:
 Shaving
 Grinding
 Honing
Shaving is performed with a cutter having the exact shape of the finished gear tooth. Only small
amounts of material are removed by a rolling and reciprocating action. The process is fast but
generally expensive due to the cost of machinery and tooling. Shaving is typically performed
prior to heat treating.
Grinding sometimes serves as an initial gear production process, but is most often employed for
gear finishing. Grinding is classified as either form grinding or involutes-generation grinding.
Form grinding uses wheels having the exact shape of the tooth spacing. Involutes generation
grinding refers to a grinding wheel or wheels used to finish the gear tooth by axially rotating the
work piece while it is reciprocated in an angular direction, which in turn is determined by the
type of gear being finished. This type of grinding is performed either intermittently or
continuously. Intermittent grinding uses tooth profiles dressed on cup wheels, or on one or two

single-rib wheels. Each tooth is ground individually, and then the next is indexed to the wheel.
Continuous grinding uses grinding wheels with the rack profile dressed helically on the outside
diameter. Both the grinding wheel and the work turn in timed relationship for continuous
finishing.
Honing involves the meshing of the gear teeth in a cross axis relationship with a plastic, abrasive
impregnated gear shaped tool. The tool traverses the tooth surface in a back and forth movement
parallel to the work piece axis. Honing polishes the gear tooth surface and can be used to correct
minor errors in gear tooth geometry.
3.3.2 Manufacturing process of spring

All over the world, wherever the automobile industry and engineering industries are located, the
spring industry has also been located in the neighborhood ranging from tiny units to large scale
units.
The spring industry supplies springs to the automobile, electronics, agricultural machinery,
mining & mineral industry, aircraft & aerospace and a host of other industries.
The main challenges to the spring manufacturers relate to:
 Safe operating stresses
 Increased fatigue life
 Corrosion resistance
 Operating temperatures
3.3.3 Manufacturing process of pipe

Steel pipe is produced from two of these basic forms of Steel, the round billet and the slab. A
billet is a solid round bar of steel used to produce many other downstream products such as
seamless pipe. The other types of steel pipe are produced from slabs, which are solid rectangular
blocks of steel. The slabs are reheated and processed into plate and coils.
There are four methods used to produce steel pipe:
 Fusion Weld,
 Electric Resistance Weld,
 Seamless and
 Double Submerged Arc Weld
3.3.4 Manufacturing process of tank

Tank is produce from the inner and outer casings are rolled to from the rectangular shape of the
required size. The tank is welded and drilled to allow the insertion of pipes and heating element.
The inlet and outlet pipes are welded. The heating element is fitted in position. Painting and
assembly of various parts is carried out. After electrical connections are made, the tank is tested
and packed ford is patch.

3.3.5 Manufacturing process of chamber

Chamber is produce from Vacuum mechanics is the strongest line of the Vacuum product range.
We see the greatest challenges in the manufacturing of special components.
The requirements of vacuum applications especially in the field of high-technology exceed the
requirements of traditional mechanical engineering. A weld seam not only has to fulfill the
requirements for mechanical stability but also needs to be gas tight. The used materials have to
be characterized by low out gassing rates and low gas permeation.
3.3.6 Manufacturing process of bolt an nut

The manufacturing of bolt process will be started by removing the rust formation using
mechanical scraper. Then the wire coil is pickled in pickling tanks. The mild steel rods 117-8 are
fed in the header machine. Trimming of formed head and shank reduction take place on
trimming machine. Then the blanks are loaded to the automatic thread rolling machine for
threading to the required length and size. The bolts are further put into barrel and get polished. If
required, they are plated for corrosion.
Nuts are also manufactured in a similar fashion like bolts. Rust removing and pickling process
will be took place. Then drilling and cutting of blanks from hexagonal bars is performed on nut
cutting machine. The blanks are put on the tapping machine and threaded through polishes and
plated if required.
Finally after inspection, it will be weighed and packed
Method of assembly
1. First set the appropriate position of reaction chamber.
2. Set the proper location of shaft within the reaction chamber tied by ball bearing. This
Bearing is fixed to the reaction chamber.
3. Then to insert gear and cam into the rotation shaft.
4. Assemble and set the proper position of the water tanks on the top of reaction chamber.
The water tanks and reaction chamber is tied by bolt with nut.
5. Insert the spray nozzle into water tanks. The tanks and nozzle is tied by bolt.
6. After that the spring is fixed with spray nozzle.
7. finally we get the desired assembly


3.4 Cost estimation

Table 3.11: Cost estimation
Materials and parts Unit Total cost(birr)

cost(birr) Qty
Spring gradeA227 steel 200.00 1 200
Cam aluminum chromium 128.00 1 128
Gear cast iron 200.00 1 200
Shaft carbon 50c4 steel Ф20*480 20.00 1 20.00
Pipe mild steel Ф 60*1200 100.00 2 100.00
Bolts and nuts mild steel 8.00 5 40.00
Bearings Ф 20*47 25.00 2 50.00
Water tank mildsteel100*480*200 250.00 1 250.00
Chamber carbonsteel100*500*200 280.00 1 280.00
Nozzle mild steel 120.00 1 120.00
Key mild steel49*28*10 16.00 2 32.00
Labor cost 80.00 80.00
Other costs 186.00 186.00
Total cost required 1,500

CHAPTER FOUR
4 CONCLUSION AND RECOMMENDATION
4.1 CONCLUSION
From our design we conclude that:
In nowadays there are an increased number of cars and vehicles, which run on diesel fuel. Due to
this the exhausts gases are produced by a Diesel engine are NO, CO, HC and smoke as well.
 NOX, CO and uninflammable hydrocarbons HC are dangerously for the environment
while the smoke is dangerous mainly for the human health.
 Diesel exhaust emissions have been found to contain a number of toxic air contaminants
that are harmful to human health.
Therefore to minimize the above emission gas, using water vapor spraying by nozzle in to
reaction chamber to react exhaust gas after the reaction clean air pass through the environment.
Generally we conclude all drivers the vehicle simply to use such kind of mechanism to improve
human health and other environmental hazardous to be safe.

4.2 RECOMMENDATION
We will recommend that emission reduction is very important by using water vapor spray
mechanism to improve human health and other environmental hazardous to be saved. This work
is examining simple to use and cost effective, so every drivers of the vehicles simply use this
project in order to, reduce the emission gas and decrease the environment pollution. Generally
the output of this study can be used researchers and students as input for further research, by
expert sand officials to formulate any policies and strategies. Finally we recommend that the
project should be continued by other students and interested designers so that it will be complete
and very helpful for the environmental health.

5 REFERENCE
[1] Text book of machine Design; R.S. KHURMI and J.K.GUPTA, first edition, 1979.
[2] Machine elements in mechanical design forth edition.
[3] Shigley Mechanical Engineering Design, Eight Editions.
[4] Khurmi, R.S.; Theory of Machines, 14th ed; S. Chand & Co. Ltd., New Dehli 2005.
[5]www.universitypress.org.uk/journals/saed/17-467
[6] www.cv-ao.com/products/.../emission-reduction-technologies-matson.pdf
Second edition. Manufacturing Technology, Foundry, Forming and Welding.
[8] R.S.Khurmi J.K.Gupta, a text book of machine design, 4th edition, New Delhi, 2004.
[9] www.technology.matthey.com/pdf/23-37-pmr-jan08.pdf
[10] www.bowmannz.com/yahoo_site admin/assets
[11] www.technology.matthey.com/article/39/1/2-8
[12] marinestudy.net/marine-diesel-engine-exhaust-gas-emissions-control-tec..
[13]www.ebay.com/bhp/stock-tank-heater
[14] htt://www.pacamore.com

Design of Emission Reduction For Diesel Automobile by Using

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Design of emission reduction for diesel automobile by using 2015

water vapor spray method

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3.2.5 Design of key........................................................................................................33

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1.2 Statement of problem

1.3 Objective of the study

1.3.1 General objective of the study

1.3.2 Specific objective of the study

1.4 Significance of the study

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1.6 Methodology of the study

1.7 Organization of the Study

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2.1 REDUCING DIESEL EMISSION

2.1.1 Engine Controls

2.1.2 Exhaust control

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I. Diesel oxidation catalysts (DOCs)

II. Diesel particulate filter (DPF)

III. Exhaust gas recirculation (ERG)

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Urea SCR System

Fig 2.0 Urea SCR control

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CO (NH2)2 + H2O 2NH3 +CO2

4NO + 4NH3 diesel catalyst4N2 +6H2O

NO + NO2 +2NH3 diesel catalyst 2N2 + 3H2O

2NO2 + C diesel catalyst 2NO + CO2

4NH3 + O2 diesel catalyst 2N2 + 6H2O [10]

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Specification for pipe;

Exhaust gas Molar mass of exhaust gas(M,kg/kmol)

R can be calculated as follows:

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Thus R is the summation of all exhaust gases, that is:

Exhaust gas Measured value

Table 3.2: Typical concentrations of exhaust emissions [6]

3.1.1 Emission reduction for oxides of nitrogen (NOx)

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Nitrogen oxides at the centre of atmospheric chemistry.

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3.1.1.1 Emission reduction of nitrogen monoxide (NO)

Then pressure of NO is:

3.1.1.2Emission reduction of nitrogen dioxide (NO2)

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3.1.2 Emission reduction of Carbon monoxide (CO)

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Mass of CO can be calculated as follows;

3.1.3 Emission reduction of Hydrocarbons (HC)

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Fig 3.1 Water tank heated system

Fig 3.2 Flexible copper wire water heater connector

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Therefore; N=21/sin20sin20=17.1 from eqn …… (5)