THE EXHAUST SYSTEM

• During engine operation, each time the exhaust valve opens pulses of hot exhaust gases
are forced into the exhaust manifold. These hot, rapidly expanding gases produce a lot
of noise, some of it at very high frequency.
• The exhaust system does the following functions
1. To muffle and relieve the exhaust gases emerging with strong pulses (bang)
from the combustion chamber in such a way that a specific noise level is not
exceeded.
2. To divert exhaust gases safely in such a way as to prevent their entry into the
vehicle interior
3. To reduce pollutants contained in the exhaust gas by means of a catalyst to the
prescribed limit values.
4. To influence the exhaust-gas flow during the muffling process in such a way
that the engine power loss is as low as possible
5. To generate a sound which is appropriate for the vehicle in question (sound
design)

Figure 1: Exhaust Gas Components

EXHAUST SYSTEM COMPONENTS

The primary components of the automotive exhaust system are:
• Exhaust manifold
• Catalytic converter
• Resonator
• Muffler
• Tail pipe

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1. Exhaust manifold
• The exhaust manifold is bolted to the engine's cylinder head. It can be of a one-piece or
two-piece construction. In performance type vehicles, the exhaust manifold is often
replaced with extractors.
• A normal exhaust manifold is usually made from cast iron.
• Due to the extreme temperatures generated at the exhaust manifold, heat shields can be
installed to protect other vehicle components from heat damage.

Figure 2: Exhaust manifold

2. Catalytic Converter
• The catalytic converter is attached to the engine pipe, between the engine and the muffler.
• It converts the harmful by-products of combustion to relatively harmless gases.

Figure 3: Catalytic converter components and operation

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 Figure 4: Composition of Exhaust gas before Catalyst
3. Muffler
• When the exhaust valve opens, it rapidly releases high-pressure gas. This sends a strong air
pressure wave through the atmosphere inside the exhaust system, which produces a sound
we call an explosion. It is the same sound produced when the high-pressure gases from
burned gunpowder are released from a gun. In an engine, the pulses are released one after
another. The explosions come so fast that they blend together in a steady roar.
• Sound is air vibration. When the vibrations are large, the sound is loud. The muffler catches
the large bursts of high-pressure exhaust gas from the cylinder, smoothing out the pressure
pulses and allowing them to be released at an even and constant rate. It does this through
the use of perforated tubes within the muffler chamber. The smooth flowing gases are
released to the tailpipe. In this way, the muffler silences engine exhaust noise.

Figure 5 : muffler operation

• Most mufflers have a larger inlet diameter than outlet diameter. As the exhaust enters the
muffler, it expands and cools.
• The cooler exhaust is denser and occupies less volume. The diameter of the outlet of the
muffler and the diameter of the tailpipe can be reduced with no decrease in efficiency.
• Sometimes resonators are used in the exhaust system and the catalytic converter also acts
as a muffler.

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• They provide additional expansion space at critical points in the exhaust system to smooth
out the exhaust gas flow.
• The tailpipe carries the exhaust gases from the muffler to the air, away from the vehicle. In
most cases, the tailpipe exit is at the rear of the vehicle, below the rear bumper. In some
cases, the exhaust is released at the side of the vehicle, just ahead of or just behind the rear
wheel.
• The muffler and tailpipe are supported with brackets, called hangers, which help to isolate
the exhaust noise from the rest of the vehicle.

Figure 5 : muffler
4. Resonator
• Many manufacture rs use a resonator in the exhaust system. It is located between the
muffler and the exhaust outlet.
• Its function is to reduce any resonance levels that the muffler could not adequately suppress.

Figure 6: Exhaust noise reduction methods.

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5. Tail Pipe
• The tail pipe takes the exhaust gases away from the vehicle. Its exit point must not allow
any of the exhaust gases to enter the vehicle.

SOURCES OF EMISSION
The term “emission” normally refers to the pollution produced by vehicle during normal use.
Emission control systems are designed to limit the pollution caused by the harmful products of
storing and burning fuel.
o Emissions from a gasoline driven motor vehicle usually come from 4 sources:
• the fuel tank,
• the fuel injection system,
• the crankcase,
• the exhaust system.
o The exhaust system emits pollutants directly from the engine into the atmosphere.
o They are caused when hydrocarbons, lead compounds, and oxygen and nitrogen from the
air, are burned in the combustion chamber.
o In a compression-ignition engine, emissions originate from the engine, and escape to the
atmosphere from the exhaust.

TYPES OF EMISSIONS
1. Hydrocarbons
o Gasoline, diesel, LP and natural gas are all hydrocarbon compounds.
o Hydrocarbon emissions react with other compounds in the atmosphere to produce photo-
chemical smog.
o Hydrocarbons are a major source of motor vehicle emissions.
o When a vehicle is being refuelled, hydrocarbon vapors can escape from the filler neck into
the atmosphere.
o When the vehicle is left in the sun, its temperature increases, and fuel tries to evaporate
from the tank.
o An evaporation control system is fitted to modern vehicles to collect, and store the
hydrocarbon vapors from the tank and the carburetter. Then, when conditions are suitable,
these vapors are then drawn into the intake manifold, and burned, as part of the combustion
process.

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Hydrocarbons in exhaust gases
o When combustion occurs in the cylinder, the walls, piston and piston rings are slightly
cooler than points closer to the burning mixture. Some of the air and fuel molecules come
in contact with these cooler parts, and they cool down, until their temperature becomes too
low for combustion to occur. They are left unburned, and when the exhaust port opens, they
leave the cylinder.
o Misfiring of the ignition can result in unburned fuel leaving the cylinder when the exhaust
port opens.
o If an excessively rich air-fuel mixture is used, there is too much fuel for the quantity of air.
Combustion will be incomplete, and any unburned fuel will leave the cylinder through the
exhaust port.
o If an excessively lean mixture is used, then combustion takes longer, and the flame may
extinguish before it is complete. When the exhaust port opens, unburned hydrocarbons will
be exhausted from the cylinder.
2. Oxides of nitrogen
o Air that’s drawn from the atmosphere into an engine contains almost 80% Nitrogen. Under
the high temperatures and pressure of combustion, this nitrogen combines with oxygen to
produce oxides of nitrogen. Almost all internal combustion engine exhaust gases contains
these chemicals. They are more likely to be produced when high peak temperatures occur
during combustion.
o If a lean mixture is used, formation of hydrocarbons and carbon monoxide is reduced, but
for oxides of nitrogen, it is increased. This is due to the high temperature, and the increase
in available oxygen.
o Oxides of nitrogen are claimed to be major contributors to photo-chemical smog.
o Compression-ignition engines can produce high levels of oxides of nitrogen.
o Oxides of nitrogen irritate the eyes, nose and throat. In extreme cases, coughing and lung
damage can occur.

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3. Particulates
o Particulates from modern engines are usually carbon-based.
o In spark ignition engines, particulates are caused by incomplete combustion of rich air-fuel
mixtures. In compression-ignition engines, they are caused by a lack of turbulence and lack
of oxygen.
4. Carbon monoxide
o Carbon monoxide is an extremely poisonous gas. Inhaling it in a confined space can be
lethal, and since it is has no odour or colour, it is very dangerous.
o It is produced during combustion when there are not enough oxygen molecules around the
hydrocarbon molecules. This can be caused by an incorrect air-fuel ratio.
o In modern vehicles, carbon monoxide emissions have been reduced by better engine
designs, and by chemically treating the exhaust gas.
o Carbon monoxide is a colourless, odourless, flammable and highly toxic gas. It is a major
product of the incomplete combustion of carbon and carbon-containing compounds.
5. Carbon dioxide
o Carbon dioxide is produced, with water, when complete combustion of air and fuel occurs.
o It isn’t poisonous, but many scientists consider it a serious contributor to global warming.
o Catalytic converters in gasoline-engine vehicles convert carbon monoxide to carbon
dioxide.
o Carbon dioxide is also produced by diesel and LPG-fuelled vehicles

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6. Sulfur content in fuels
o Gasoline and diesel fuels contain sulfur as part of their chemical makeup. Sulfuric acid is
produced when sulfur combines with water vapor formed during the combustion process,
and some of this corrosive compound is emitted into the atmosphere through the exhaust.
Sulfuric acid is a major environmental pollutant, coming back to earth in contaminated
rainwater. This 'acid rain' has been responsible for destroying or degrading vast areas of
arable land.
o As a result, the removal of sulfur from motor fuels has become a major part of most
countries vehicle emission control programs.
o High sulfur levels in fuel, when combined with water vapor, can also cause corrosive wear
on valve guides and cylinder liners, which can lead to premature engine failure. The use of
proper lubricants and correct oil drain intervals helps combat this effect and reduces the
degree of corrosive damage.

o Sulfur reduces catalyst efficiency in modern vehicles, and vehicles operating with higher
sulfur gasoline have higher emissions than vehicles operating on lower sulfur gasoline.
o There is evidence that in some instances, sulfur in gasoline may degrade the performance
of oxygen sensors, which may also result in high emissions. High sulfur levels in gasoline
may also impair the performance of OBD II systems on some vehicles.

EMISSION CONTROL
1. Evaporation emission control
• Early vehicles vented the fuel tank through the filler cap into the atmosphere.
• Some of the fuel in the tank would vaporize. Some vapors escaped from the filler cap.

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• Non-vented filler caps are designed to stop the exit of vapors. A vacuum relief valve can
relieve low pressure in the tank when the temperature drops. This will also stop the tank
from collapsing if its internal pressure falls below atmospheric pressure.

Figure 7: evaporation emission

• The fuel cap may also incorporate a pressure relief valve. If the tank’s internal pressure
exceeds the set value of the relief valve, it can stop the tank from rupturing. Some modern
caps have no valves at all, and are completely sealed to stop the entry of air and water, as
well as the emission of fuel vapor.
• Modern tanks also contain an expansion volume either directly in the shape of the tank or
in a separate chamber connected to the fuel tank by tubing.
2. Crankcase emission control
• While the engine is running, some gases from combustion leak between the piston rings
and the cylinder walls, down into the crankcase.

Figure 8: Crankcase emission

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• This leakage is called blow-by. Unburned fuel, and water from condensation, also find their
way into the crankcase, and sump. When the engine reaches its full operating temperature,
the water and fuel evaporate. To prevent pressure build-up, the crankcase must be
ventilated. In older vehicles, crankcase vapors were vented directly to the atmosphere
through a breather tube, or road-draught tube. It was shaped to help draw the vapors from
the crankcase, as the vehicle was being driven.
• Modern vehicles are required to direct crankcase breather gases and vapors back into the
inlet system to be burned. A common method of doing this is called positive crankcase
ventilation, or PCV.
• A valve called a PCV valve, regulates gas flow between the crankcase and the inlet
manifold. It is controlled by the pressure in the manifold. With the engine off, the valve is
closed, and air cannot enter the inlet manifold. This allows the engine to start.
• At idle, low pressure in the manifold draws the valve to the other end of the body. This lets
a small, measured amount of vapor pass the valve.
• At wider throttle openings, the valve plunger position allows maximum flow through the
body, which gives maximum crankcase ventilation.
3. Exhaust Gas Re-Circulation

Figure 10: Exhaust Gas Re -Circulation

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• Exhaust -gas recirculation involves a portion of the exhaust gas being removed shortly after
the exhaust manifold and being remixed with the fuel -air mixture in the inlet manifold.
• Exhaust -gas recirculation reduces the charge of fuel-air mixture supplied to the cylinders
• The combustion temperature is reduced since recirculated exhaust gas components are no
longer able to take part in combustion.
• Significantly fewer nitrogen oxides are formed during combustion (up to 40%)
• As the exhaust-gas recirculation rate rises, both the content of the unburnt HC compounds
and the fuel consumption increases. These two factors determine the upper limit of the
exhaust gas recirculation rate (max 20%)
• The smooth running of the engine is also compromised if the exhaust gas recirculation rate
is too high.
• Exhaust gas recirculation is utilized with the engine at normal operating temperature.
• It is deactivated when rich fuel – air mixtures are being burnt during which few NOX are
formed e.g cold starting, warming up, accelerating, full load.
• Exhaust gas re-circulating is deactivated at idle on account of the smooth running of the
engine
• The exhaust – gas recirculating rate is controlled as a function of engine temperature, load
and engine speed.
THE EGR VALVE
• When the EGR valve opens, exhaust gases flow from the exhaust system to the intake
system via the EGR valve. The EGR valve is controlled by the EGR control solenoid. To
put the EGR system into operation:
– the electronic control unit (ECU) activates the EGR control solenoid, which
causes
– the vacuum in the intake system to reach the EGR valve, which causes
– the EGR valve to open up, which causes
– exhaust gases to flow to the intake system.
• The quantity of exhaust gases flowing to the intake system can be controlled by opening
the EGR valve more or less.

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