FABRICATION OF AIR COOLING BY EXHAUST

ABSTRACT

This project work water absorption refrigeration system using the exhaust of an internal combustion engine as energy source. The exhaust gas energy availability and the impact of the absorption refrigeration system on engine performance, exhaust emissions, and power economy are evaluated. The exhaust gas energy availability suggests the cooling capacity can be highly improved for a dedicated system. Exhaust hydrocarbon emissions were higher when the refrigeration system was installed in the engine exhaust, but carbon monoxide emissions were reduced, while carbon dioxide concentration remained practically unaltered.

INTRODUCTION

Energy efficiency has been a major topic of discussions on natural resources preservation and costs reduction. Based on estimates of energy resources reduction at medium and long terms, it is vital to develop more efficient processes from energy and exergy standpoints. Environment preservation must also be considered through energy optimization studies. An important point to mention absorption refrigeration systems is the continuing substitution of chlorinated fluorocarbons (CFCs) by alternative refrigerants, according to the Montreal Protocol, signed in 1987 by 46 countries and revised in 1990 to protect the ozone layer. Other motivating factors are the continuous optimization of the performance of internal combustion engines and the increasing utilization of air conditioning in vehicles, as it reaches the status of essential need for modern life. Internal combustion engines are potential energy sources for absorption refrigeration systems, as about one third of the energy availability in the combustion process is wasted through the exhaust gas. Thus, use of the exhaust gas in an absorption refrigeration system can increase the overall system efficiency. This work has as an objective the study of the feasibility and potential of using the internal combustion engine exhaust gas as energy source for an absorption refrigeration system. For this purpose was performed an experimental study on a commercial 215-l refrigerator. The impact of the absorption refrigeration system on engine power output and exhaust emissions is analyzed, in order to know how this system influences the operation of an internal combustion engine.

OBJECTIVE

The demand for fossil fuels is on the rise and the threats possessed by the pollutants cannot be neglected. And so is the requirement for energy efficient machines and this topic deals with the usage of wasteful energy from vehicular exhaust emissions for refrigeration or air conditioning purpose. Air conditioning is also becoming a necessity in our society. Considering this, usage of different methods like absorption refrigeration systems, adsorption systems, solar systems, can contribute to the overall efficiency of vehicles The topic also deals with an experiment related to a vehicle integrated with absorption refrigeration system. Its results and the scopes are also discussed in the topic.

INTERNAL COMBUSTION (IC) ENGINES

An IC engine is one in which the heat transfer to the working fluid occurs within the engine itself, usually by the combustion of fuel with the oxygen of air. In external combustion engines heat is transferred to the working fluid from the combustion gases via a heat exchanger. E.g. steam engines, Stirling engines. IC engines include spark ignition (SI) engines using petrol as a fuel, and compression ignition (CI) engines (usually referred to as Diesel engines) using fuel oil, DERV, etc as a fuel. In these engines there is a sequence of processes: 1. Compression 2. Combustion 3. Expansion 4. Exhaust / Induction Four strokes of the piston - hence the 4-stroke engine, or Two strokes of the piston - hence 2-stroke engines. 5.1 PETROL ENGINES: In petrol engines the air-fuel ratio (AFR) is maintained at an approximately constant value of 14-16:1 by the carburetor or fuel injection system. The top temperature (T3) and the torque is determined by the amount of air-fuel mixture admitted by the throttle. Hence petrol engines are described as being quantity governed.

In normal running - the flame front advances through the mixture at flame propagation speed after a short delay from spark ignition. Under certain conditions detonation - combustion / shock waves form (often referred to as pinking or knocking). The Octane rating of a fuel - is a measure of its tendency to resist detonation (from a mixture of iso-octane & n-heptanes). In petrol engines air and fuel are pre-mixed and ignited by an electric spark and the combustion process proceeds as a flame front across the combustion chamber. If the design and mixture is correct then there are no problems but if rc > 9 the mixture tends to explode prematurely. Also, fuel will not ignite and burn except between air-fuel ratios of between 10 and 20 to 1. An air-fuel ratio of 14.7 to 1 is the chemically ideal ratio (known as the stoichiometric ratio) and the carburetor or fuel injection system attempts to provide this. 5.2 DIESEL ENGINES: In diesel engines varying amounts of fuel, in the form of very fine droplets, are injected into approximately the same amount of air, irrespective of the engines speed, to control the top temperature and the torque. The AFR therefore varies (typically between 20 -100:1), hence Diesel engines are described as being QUALITY governed. Fuel burns (after a slight delay) on injection. Compression ratios (rc, typically 18 - 22:1] are limited more by engine component strength than thermodynamics. Diesel knock can also occur (initial rapid combustion).Fuel ignitability is measured by 'CETANE' rating On the compression stroke air is compressed adiabatically to a temperature such that when liquid fuel is sprayed into the

combustion space in droplet form it self-ignites. This is why the compression ratios of diesel engines are typically about twice those of petrol engines. The droplets move around in the combustion space seeking oxygen and burning takes place on the droplet surface at a local AFR of about 15 to 1. To promote finding oxygen turbulence is induced in the combustion space. In a diesel engine only enough fuel is injected, to produce the torque required at any given engine speed. It is not possible to use the stoichiometric AFR because the fuel will never find enough oxygen quickly enough - and unburned fuel in the form of black smoke (carbon particles) will be emitted. At 300 RPM the time for combustion is about 8 milliseconds early diesel engines used constant pressure heat transfer rather than constant volume heat transfer as in the Otto cycle. In practice this can be achieved by a relatively short air blast fuel injection process. The ideal (or 'true') diesel cycle is shown below in which the process 23 is constant pressure heat transfer to the cycle.

CHAPTER-6 EXHAUST SYSTEM AND RECUPERATORS

6.1 EXHAUST SYSTEM DESIGN: Exhaust system is relatively simply constructional system but complex set to fulfill all functions as mentioned above. A typical exhaust system consists of exhaust manifold, exhaust pipe, after-treatment device, muffler (silencer), tailpipe and clamps. All parts should be designed according to very hot and corrosive exhaust gases, which leave the engine under high pressure giving vibration and noise. The exhaust gases are pollutants and this fact has to be taken during designing process for environment protection, too

Fig: No: 6.1 Exhaust Manifold The exhaust manifold collects the burned gases escaped from the engine cylinders and directs them into the exhaust pipe. Manifolds may be made of cast iron or be assembled from steel tubing. Usually, flanges are made on the manifold where it connects to the engine and to the exhaust pipe. The mating surfaces of the flanges are machined to a smooth finish for an airtight seal against the engine and the exhaust pipe to prevent exhaust gases from leaking. Sometimes metal-to-metal contact provides the seal. Nuts made of brass are used to secure the manifold flanges because brass does not rust. Exhaust passages inside the manifold must be

fairly smooth and free of any obstructions that would slow the flow of exhaust gases. 6.1.1 Exhaust Pipe The exhaust pipe is the passageway for the exhaust gases to flow from the manifold to the muffler. It is a heavy steel tube, usually flanged at both ends, and attached to the muffler. The diameter of the exhaust pipe is usually determined by the size of the engine. On a small, one-cylinder engine, a pipe no larger than a household water pipe is enough to do the job. Larger engines may require exhaust pipes 80-100 mm in diameter to carry the larger amount of exhaust gases. The length of the exhaust pipe is determined by the design of the vehicle. If the engine is in the front of the vehicle and the muffler is mounted in the rear, the pipe will be long. (Often, long pipes will be made in two sections.) To provide as much road clearance as possible, pipes are formed in odd shapes that fit well up under the vehicles without touching other components. Pipes are supported from the vehicle frame by hangers. The center portion of the hanger can be made of flexible material to absorb vibration. 6.2 AFTER-TREATMENT DEVICES: To help reduce the emissions, there have been developed interesting devices called after-treatment ones or catalytic converters, which treats the exhaust before it leaves the engine and removes a lot of the pollution. Muffler (silencer):

The purpose of the muffler is to muffle the exhaust noise. A perfect muffler would silence all the noise made by the exhaust gases and would eliminate all backpressure. However, it is not practical to make a muffler so perfect. There are two basic muffler designs: straight-through and baffle. The straight-through type has a pipe extending straight through the muffler and a chamber surrounding it. Holes are drilled all around the pipe, and metal shavings or glass wool is packed in the chamber that surrounds the through pipe. On the baffle-type muffler, the exhaust must travel through holes in several baffles before it escapes through the muffler outlet. Often, a small hole is drilled in the bottom of the muffler to allow condensed water to drain. Mufflers are made of sheet metal and are crimped or welded together at the seams. They cannot be disassembled. Located inside the muffler is a set of tubes. These tubes are designed to create reflected waves that interfere with each other or cancel each other out

Fig: No: 6.2 Mufflers Tailpipe:

The tailpipe carries exhaust gases from the muffler outlet to a point where they can be safely ejected. It is made of steel tubing and may be a little smaller in diameter than the exhaust pipe. A smaller pipe can be used because the muffler has cooled the gases a great deal, causing them to contract. The pipe may be secured to the muffler by either a flange or a slip-together connection. To ensure that the pipe stays in the proper position along the body or frame of the vehicle, hangers are used. Some trucks have their tailpipes run up beside the vehicle cab. 6.3 SINGLE OR DUAL EXHAUST SYSTEMS: Vehicles with V-type engines may have single or dual exhaust systems. When the dual system is used, each bank of cylinders has a separate exhaust system with its own manifold exhaust pipe, muffler, and tailpipe. The dual exhaust permits the exhaust gases to travel in a straighter path to the rear of the vehicle. Therefore, the dual exhaust system causes less back pressure than the single and is desired for best engine performance. However, the additional parts make dual exhaust systems more expensive than single exhaust systems. If a single exhaust system is used on a V-type engine, the exhaust gases from the two banks of cylinders must be brought together at some point. On some engines, a crossover pipe made from a steel tube connects the two exhaust manifolds. Exhaust gases from both cylinder banks then leave through one exhaust pipe that is connected to one of the exhaust manifolds. Another method is to bring together the exhaust pipes from the right and left cylinder banks, forming a "Y" connection. 6.4 TYPE OF WASTE HEAT RECOVERY RECUPERATORS:

 Heat exchange between flue gases and the air through metallic/ceramic walls Ducts/tubes carry combustion air for preheating Waste heat stream on other side

Fig: No: 6.3 Waste Heats 6.4.1 Metallic Radiation Recuperators: Simplest recuperator Two metal tubes Less fuel is burned per furnace load Heat transfer mostly by Radiation

Fig: No: 6.4 Metallic Radiation Recuperators 6.4.2 Convective Recuperators Hot gas through parallel small diameter tubes Tubes can be baffled to allow gas to pass over them again Baffling increases heat exchange but more expensive exchanger is needed

Fig: No: 6.5 Convective Recuperators

6.4.2 Radiation/Convective Hybrid Recuperators: Combinations of radiation & convection More effective heat transfer More expensive but less bulky than simple metallic radiation recuperators

Fig: No: 6.6 Radiation/Convective Hybrid Recuperators 6.4.3 Ceramic Recuperators: Less temperature limitations: Operation on gas side up to 1550 C Operation on preheated air side to 815 C New designs Last two years

 Air preheat temperatures <700 C Lower leakage rates

Large capacities

Glass and steel melting furnaces Time between the reversals important to reduce costs Heat transfer in old regenerators reduced Dust & slagging on surfaces heat losses from the Walls

Fig: No: 6.7 Ceramic Recuperators

Transfer up to 100 times more thermal energy than copper Three elements: - sealed container - Capillary wick structure - Working fluid Works with evaporation and condensation

Fig: No: 6.8 Working Layout evaporation and condensation

CHAPTER-7 ENGINE EMISSION A majority both vehicle and engine development and of routine testing is concerned with Environmental Legislation directed primarily towards the limitation and controls of the Engine Emission Engine Emission products: 1. HC 2. CO 3. CO2 4. NOx 5. PAH (Polyaromatic Hydrocarbons) (Benzene, Formaltihyde, 1, 3 Butadiene) The Various Harmful results of atmospheric pollution on the environment in generally, and human health in particular

Fig: No: 7.1 Engine Emission products 1. HC Hydrocarbons (THC) formed by the Un-burnt 2. Fractions of the liquid Fuels. 3. CO Carbon Monoxide, a highly Toxic Odorless gas. 4. C Carbon, Experienced in the Form of Smoke. 5. NOx Nitric Oxide and Nitrogen Dioxide, together considered as NOx.

7.1 EMISSIONS FROM SI ENGINES:

Fig: No: 7.2 Emissions from SI Engines 7.2 EMISSIONS FROM DIESEL ENGINES 1. SO2 Sulphur Dioxide 2. It is always operate with considerable excess air, so the CO emission is not a significant problem 3. NOx 4. Diesel Particulate matter 90% of particle emitted by modern Diesel Engines may be below 1m size which challenges the tool use to measure

Fig: No: 7.3 Diesel Particulate Matters 7.3 EMISSIONS STANDARDS INDIA: The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990s. Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and for heavy-duty vehicles. Indian own emission regulations still apply to two- and three-wheeled Vehicles

Table: No: 7.1 India Emission Standards (4-Wheel Vehicles)

Table: No: 7.2 Emission Standards for Light-Duty Vehicles

Table: No: 7.3 Alternative Emission Standards for Light Duty Diesel Engines 7.4 EXHAUST HEAT RECIRCULATION: The key to exhaust heat recirculation is a device called an exhaust gas recirculation (EGR) valve. The EGR valve opens when it encounters back pressure from the car's exhaust and channels it back into the combustion chamber. You might wonder what good this does, since the air in the chamber is mixed with gasoline to make it combustible. Well, one thing it does is to make the fuel warmer. Warm fuel heats up more efficiently and therefore produces more miles per gallon. Once the EGR valve senses that the engine is warm enough, it redirects the exhaust elsewhere to prevent the engine from overheating. Warming the coolant and the fuel not only helps the engine reach its optimal temperature faster when the engine is first started, but it also has a specific benefit for hybrids. Most hybrids are designed so that the internal combustion engine turns off when the vehicle is stopped. If it remains off for too long, the engine can get cold. EGR helps keep the engine from cooling down too quickly. The emissions targeted by EGR come from nitrous oxides that are produced at very high temperatures. By mixing the car's exhaust with the intake air, the amount of oxygen in the mixture is reduced and its combustibility is also

decreased, which causes the fuel to burn at a lower temperature. In most EGR systems, the exhaust is also cooled before it's mixed with the gas. Therefore, fuel mixed with exhaust burns cooler and less likely to produce N2O. The lower temperatures also help fuel economy. With fuel less prone to detonation, the programmers who write the software timing routines for modern engines have more control over the precision of the engine's timing. The lower temperatures also help to avoid heat transfer energy losses, meaning that more of the car's energy goes into providing power for its wheels. As we've seen, re-circulating exhaust can both increase fuel efficiency and reduce pollution. But did you know that it may also be able to produce electricity? We'll explore that concept on the next page. 7.5 ELECTRICITY FROM EXHAUST: Thermoelectric materials, as the name implies, can produce heat from electricity. These materials were discovered in 1821 by the German physicist Thomas Seebeck. They've generally been too expensive and inefficient to be of any use to automotive engineers, but this has started to change: The U.S. Department of Energy has expressed interest in funding the development of a practical thermoelectric system that could be used in cars. There are many sources of wasted heat in cars, including the radiator and the engine, but the biggest source is probably the exhaust. Given that most cars already re-circulate exhaust in an EGR loop and that this technology will be even more important in the future, this provides an ideal opportunity to trap this otherwise wasted heat and use thermoelectric devices to convert it into electricity. This electricity could be used to power the car's electrical systems, recharge the

batteries, and perhaps most importantly, run the electric motor in hybrid and plugin battery electric vehicles. This would be a nearly perfect confluence of several technologies, and would have the side effect of helping to reduce nitrous oxide emissions by further cooling the exhaust before it's mixed with fuel. Any type of car could benefit from this thermoelectric boost, but once again, it would be most useful when applied to hybrid vehicles. It would extend their range by supplementing the batteries that run the electric motor and reduce the amount of time required to recharge those batteries. The development of fuel-efficient and low pollution technologies like exhaust recirculation and thermoelectric power will make the cars of the future -which will have little or no use for fossil fuels -- possible. It's important that we develop these technologies now, before fossil fuels run out and pollution does significant damage to the Earth's atmosphere and climate. Researchers are working on a thermoelectric generator that converts the heat from car exhaust fumes into electricity. The module feeds the energy into the car's electronic systems. This cuts fuel consumption and helps reduce the CO2 emissions from motor vehicles.

SHORT HISTORY OF REFRIGERANT-CYCLE AIR CONDITIONERS: Remarkably, one of our founding fathers, Ben Franklin, had a hand in the underlying science of air conditioning. In 1657, Ben Franklin and a colleague in England, chemist John Hadley, conducted an experiment on the cooling properties of evaporation. By using a bellows to evaporate highly volatile liquids like alcohol and ether, they were able to drop the temperature to 6F, building up a thick layer

of ice on their mercury thermometer while the ambient temperature was 64F (Energy Solution, 2012). In 1720, another of historys greatest scientists, the British inventor Michael Faraday, showed that by mechanically compressing ammonia to liquefy (condense) it and then allowing the ammonia to expand and evaporate, he could cool air. And in 1742, a Florida physician, John Gorrie, wanting to keep patients cool, was able to use this principal to make ice in an Apalachicola hospital. Gorrie patented his system in 1751 and hoped to commercialize it to cool buildings, but his financial backer died and with it, Gorries path to success. Air conditioning would not reappear for 50 years (Energy Solution, 2012). In 1902, Willis Carrier of Syracuse, New York perfected a system for dehumidifying a commercial printing plant. The goal was to stabilize the paper, but the invention also kept the plants temperature more comfortable and the workers more productive. He formed The Carrier Air Conditioning Company of America to produce these systems, eventually extending beyond commercial buildings to homes.

THEORY OF AIR-CONDITIONING: All air conditioning system are based on three thee fundamental law of nature. HEAT FLOW: Greater the temperature difference between the object, greater the heat flow.

 HEAT ABSORBTION: When changes from one state to another, absorption or rejection of heat takes place. PRESSURE AND BOILING POINTS: The greater the pressure on a substance, such as a liquid, changes its boiling point. Greater the pressure higher the boiling point and lesser the pressure lower is the boiling point. REFRIGERANTS IN AIR CONDITIONING SYSTEM: The substance used to remove heat from the inside of an air conditioned vehicle is called the refrigerant. Older refrigerant used in AC was R-12. The latest AC system uses R-134a, this refrigerant may also referred to as SUVA. It is an efficient then.

Unit of Refrigeration: Capacity of refrigeration unit is generally defined in ton of refrigeration. A ton of refrigeration is defined as the quantity of heat to be removed in order to form one ton (1000 kg) of ice at 00C in 24 hrs, from liquid water at 00C. This is equivalent to 3.5kJ/s (3.5kW) or 210kJ/min. Methods of refrigeration can be classified as non-cyclic, cyclic, thermoelectric and magnetic.

Non-cyclic refrigeration in non-cyclic refrigeration, cooling is accomplished by melting ice or by subliming dry ice (frozen carbon dioxide). These methods are used for small-scale refrigeration such as in laboratories and workshops, or in portable coolers. Ice owes its effectiveness as a cooling agent to its melting point of 0C (32F) at sea level. To melt, ice must absorb 333.55kJ/kg (about 144Btu/lb) of heat. Foodstuffs maintained near this temperature have an increased storage life. Solid carbon dioxide has no liquid phase at normal atmospheric pressure, and sublimes directly from the solid to vapor phase at a temperature of -67.5 C (109.3 F), and is effective for maintaining products at low temperatures during sublimation. Systems such as this where the refrigerant evaporates and is vented to the atmosphere are known as "total loss refrigeration". CYCLIC REFRIGERATION: Heat Pump and Refrigeration Cycle: This consists of a refrigeration cycle, where heat is removed from a lowtemperature space or source and rejected to a high-temperature sink with the help of external work, and its inverse, the thermodynamic power cycle. In the power cycle, heat is supplied from a high-temperature source to the engine, part of the heat being used to produce work and the rest being rejected to a low-temperature sink. This satisfies the second law of thermodynamics. A refrigeration cycle describes the changes that take place in the refrigerant as it alternately absorbs and rejects heat as it circulates through a refrigerator. It is also applied to HVACR work, when describing the "process" of refrigerant flow through an HVACR unit, whether it is a packaged or split system.

Heat naturally flows from hot to cold. Work is applied to cool a living space or storage volume by pumping heat from a lower temperature heat source into a higher temperature heat sink. Insulation is used to reduce the work and energy needed to achieve and maintain a lower temperature in the cooled space. The operating principle of the refrigeration cycle was described mathematically by Sadi Carnot in 1724 as a heat engine. The most common types of refrigeration systems use the reverseRankine vapor-compression refrigeration cycle, although absorption heat

pumps are used in a minority of applications. Cyclic refrigeration can be classified as: 1. Vapor cycle, and 2. Gas cycle Vapor cycle refrigeration can further be classified as: 1. Vapor-compression refrigeration 2. Vapor-absorption refrigeration Vapor cycle refrigeration: Vapor-Compression Cycle: The vapor-compression cycle is used in most household refrigerators as well as in many large commercial and industrial refrigeration systems. Figure 1 provides a schematic diagram of the components of a typical vapor-compression refrigeration system.

Fig: No: 8.1 Vapor Compression Refrigeration Vapor Compression Refrigeration: The thermodynamics of the cycle can be analyzed on a diagram as shown in Figure. In this cycle, a circulating refrigerant such as Freon enters

the compressor as a vapor. From point 1 to point 2, the vapor is compressed at constant entropy and exits the compressor as a vapor at a higher temperature, but still below the vapor pressure at that temperature. From point 2 to point 3 and on to point 4, the vapor travels through the condenser which cools the vapor until it starts condensing, and then condenses the vapor into a liquid by removing additional heat at constant pressure and temperature. Between points 4 and 5, the liquid refrigerant goes through the expansion valve (also called a throttle valve) where its pressure abruptly decreases, causing flash evaporation and auto-refrigeration of, typically, less than half of the liquid.

TemperatureEntropy diagrams That results in a mixture of liquid and vapor at a lower temperature and pressure as shown at point 5. The cold liquid-vapor mixture then travels through the evaporator coil or tubes and is completely vaporized by cooling the warm air (from the space being refrigerated) being blown by a fan across the evaporator coil or tubes. The resulting refrigerant vapor returns to the compressor inlet at point 1 to complete the thermodynamic cycle. The above discussion is based on the ideal vapor-compression refrigeration cycle, and does not take into account real-world effects like frictional pressure drop in the system, slight thermodynamic irreversibility during the compression of the refrigerant vapor, or non-ideal gas behavior (if any). More information about the design and performance of vapor-compression refrigeration systems is available in the classic Perry's Chemical Engineers' Handbook. Vapor Absorption Cycle:

In the early years of the twentieth century, the vapor absorption cycle using water-ammonia systems was popular and widely used. After the development of the vapor compression cycle, the vapor absorption cycle lost much of its importance because of its low coefficient of performance (about one fifth of that of the vapor compression cycle). Today, the vapor absorption cycle is used mainly where fuel for heating is available but electricity is not, such as in recreational vehicles that carry LP gas. It is also used in industrial environments where plentiful waste heat overcomes its inefficiency. The absorption cycle is similar to the compression cycle, except for the method of raising the pressure of the refrigerant vapor. In the absorption system, the compressor is replaced by an absorber which dissolves the refrigerant in a suitable liquid, a liquid pump which raises the pressure and a generator which, on heat addition, drives off the refrigerant vapor from the high-pressure liquid. Some work is needed by the liquid pump but, for a given quantity of refrigerant, it is much smaller than needed by the compressor in the vapor compression cycle. In an absorption refrigerator, a suitable combination of refrigerant and absorbent is used. The most common combinations are ammonia (refrigerant) with water (absorbent), and water (refrigerant) with lithium bromide (absorbent). Gas Cycle: When the working fluid is a gas that is compressed and expanded but doesn't change phase, the refrigeration cycle is called a gas cycle. Air is most often this working fluid. As there is no condensation and evaporation intended in a gas cycle,

components corresponding to the condenser and evaporator in a vapor compression cycle are the hot and cold gas-to-gas heat exchangers in gas cycles. The gas cycle is less efficient than the vapor compression cycle because the gas cycle works on the reverse Brayton cycle instead of the reverse Rankin. As such the working fluid does not receive and reject heat at constant temperature. In the gas cycle, the refrigeration effect is equal to the product of the specific heat of the gas and the rise in temperature of the gas in the low temperature side. Therefore, for the same cooling load, a gas refrigeration cycle needs a large mass flow rate and is bulky. Because of their lower efficiency and larger bulk, air cycle coolers are not often used nowadays in terrestrial cooling devices. However, the air cycle machine is very common on gas turbine-powered jet aircraft as cooling and ventilation units, because compressed air is readily available from the engines' compressor sections. Such units also serve the purpose of pressurizing the aircraft. THERMOELECTRIC REFRIGERATION: Thermoelectric cooling uses the Peltier effect to create a heat flux between the junctions of two different types of materials. This effect is commonly used in camping and portable coolers and for cooling electronic components and small instruments. MAGNETIC REFRIGERATION: Magnetic refrigeration, or adiabatic demagnetization, is a cooling

technology based on the magneto caloric effect, an intrinsic property of magnetic solids. The refrigerant is often a paramagnetic salt, such

as cerium magnesium nitrate. The active magnetic dipoles in this case are those of the electron shells of the paramagnetic atoms. A strong magnetic field is applied to the refrigerant, forcing its various magnetic dipoles to align and putting these degrees of freedom of the refrigerant into a state of lowered entropy. A heat sink then absorbs the heat released by the refrigerant due to its loss of entropy. Thermal contact with the heat sink is then broken so that the system is insulated, and the magnetic field is switched off. This increases the heat capacity of the refrigerant, thus decreasing its temperature below the temperature of the heat sink. Because few materials exhibit the needed properties at room temperature, applications have so far been limited to cryogenics and research.

Other Methods: Other methods of refrigeration include the air cycle machine used in aircraft; the vortex tube used for spot cooling, when compressed air is available; and thermo acoustic refrigeration using sound waves in a pressurized gas to drive heat transfer and heat exchange; steam jet cooling popular in the early 1930s for air conditioning large buildings; thermo elastic cooling using a smart metal alloy stretching and relaxing. Many Sterling heat engines can be run backwards to act as a refrigerator, and therefore these engines have a niche use in cryogenics. In addition there are other

types of cryo coolers such as Gifford-McMahon coolers, Joule-Thomson coolers, pulse-tube refrigerators and, for temperatures between 2 mK and 500 mK, dilution refrigerators.

WORKING: The complete diagram of the air cooling by using EXHAUST GAS is given below. The pushing power is converted into compressed air energy by proper driving arrangement. The water tank to be placed on the top of the project when the water tab to be open at this time the hot air to be enter due to water force the hot air to be condensate then blower to be fixed outside so the condensate air to be delivered required area. A fan draws air from the room first through a cooling device, consisting of metal fins extending from a pipe through which cooling fluid circulates, at a rate determined by the thermostat or by the humidistat. The air next passes over a heater, usually electrical, which is energized on instructions from the room thermostat.

ADVANTAGES
ADVANTAGES: 1. Air cooling is simply running the vehicle 2. No need fuel input and Electrical Power input 3. This is a Non-conventional system

CONCLUSION

The engine exhaust gas was confirmed as a potential power source for absorption refrigeration systems. The domestic absorption refrigerator tested showed low coefficient of performance and did not provide the cooling capacity needed for automotive application. However, a dedicated absorption refrigeration system may be able to take advantage of the exhaust gas power availability and provide the cooling capacity required for automotive air conditioning. Introduction of the absorption refrigeration system in the engine exhaust system did not cause significant pressure drop in the exhaust flow, as the engine output power was increased and specific fuel consumption was decreased with removal of other exhaust system components. Overall, carbon monoxide emission was decreased when the absorption refrigerator was installed in the exhaust gas, while hydrocarbon emissions showed an increase. Changes in exhaust components concentration were a consequence of the major modifications in the exhaust system.