CHAPTER NO.

1
PROBLEM STATEMENT AND METHODOLOGY
1.1 Problem Statement:
Ad-blue solution may be used for after treatment of exhaust gases. The problem
associated with the Ad-blue technology currently available to reduce the Nox emission is
that is uses a purified urea dissolved into distilled water which cost around 78 INR/Lit.
The average consumption of the Ad-blue solution for the Diesel Engine is 1Lit. for 80
km. In India according to current emission norms the Nox emission of 0.25g/km is
permitted.
1.2 Formation of NOx:
The pressure of Nitrogen in the atmosphere exists in the form of N2 (di-atomic modulus
of Nitrogen) which is highly stable. During the process of combustion a high temperature
will occur inside the cylinder at about 800C to 1000C. At this high temperature the diatomic molecule nitrogen N into monoatomic Nitrogen 2N which is highly reactive. This
monoatomic Nitrogen reacts with the oxygen which is already present in the cylinder and
from oxides of Nitrogen.
Oxides of Nitrogen generally occurs mainly in the form of NO and NO2. These are
generally formed at high temperature. Hence higher temperature and availability of free
oxygen are the main two reasons for the formation of NO and NO2. Many other Nitrogen
Oxides like N2O4, N2O, N2O3, N2O5 also formed in low concentrations but they
decompose spontaneously at ambient conditions of N2O.
In practice the control/minimization of thermal NOx is accomplished primarily by
measures, which reduce temperature, but dilution of the available oxygen is also
beneficial.
N2 + O = NO + N
(1)
N + O2 = NO + O
(2)
N + OH = NO + H
(3)
1.3 Problem Solution:
Sheep Urine is rich source of ammonia. It contains 6-8 % ammonia As well as human
urine contains 10-12 % ammonia. So this urine can be used to reduce Nox from exhaust
emission. As the sheep urine is a animal bi-product it does not have any production cost.
Then only transportation cost is required. Hence its Price per Lit.is about 20 INR. This
can be suitably used to reduce the NOx emissions so that BS4 norms can be achieved.

CHAPTER NO.2
INTRODUCTION
Diesel engines are widely used in many areas like automobiles, locomotives marine
engines power generation etc., due to its high power output and thermal efficiency. Even
though the diesel engines give more benefits, the human discomfort caused by the
pollutant emission of these engines has to be considered. The major pollution emissions
of the diesel engines are particulate matters, smoke and the oxides of nitrogen (NOx). Out
of these pollutant emissions, the oxides of nitrogen are considered as the most harmful
pollutants to the human health. Emissions of nitrogen oxides (NOx) contribute seriously
to air pollution, which is a major environmental problem.
Emissions of NOx react with moisture in the air to form nitric acid, contributing to soil
and water acidification in sensitive areas. The formation of ground level ozone is caused
by photochemical reactions involving primarily NOx.
Ozone is the dominant component of photochemical smog and undesirable due to its
impact on the human respiratory tract. High ozone levels also cause acute damage to
sensitive crops and trees. Hence the diesel engine industries are now under high pressure
in finding various methods to minimize the emission of these oxides of nitrogen (NOx).
2.1 Vehicular Pollution:
The large majority of cars and trucks today travel by using internal combustion engines
that burn gasoline or other fossil fuels. The process of burning gasoline to power cars and
trucks contributes to air pollution by releasing a variety of emissions into the atmosphere.
Emissions that are released directly into the atmosphere from the tailpipes of cars and
trucks are the primary source of vehicular pollution.
But motor vehicles also pollute the air during the processes of manufacturing, refueling,
and from the emissions associated with oil refining and distribution of the fuel they burn.
Primary pollution from motor vehicles is pollution that is emitted directly into the
atmosphere, whereas secondary pollution results from chemical reactions between
pollutants after they have been released into the air.

Graph 2.1: Contribution of Various Sectors in Air Pollution

2.1.1 Pollution due to vehicle emission in India:
In Delhi, the data shows that of the total 3,000 metric tons of pollutants belched out every
day, close to two-third (66%) is from vehicles. Similarly, the contribution of vehicles to
urban air pollution is 52% in Bombay and close to one-third in Calcutta. Katz (1994) has
estimated that in Santiago, Chile, wherever pollution concentration exceeds ambient
standards, mobile sources or vehicles are the cause. Similarly, in case of Budapest,
Hungary, transport is the dominant source of emissions except sulphur dioxide (SO2),
contributing 57% of Oxides of Nitrogen (NOx), 80% of lead (Pb), 81% of carbon
monoxide (CO) and 75% of hydrocarbon (HC) emissions (Lehoczki,2000).

Table2.1: Air pollution From Passenger Vehicles

2.2 Main Exhaust Pollutants:

2.2.1 Hydrocarbons:
Classes of burned or partially burned fuel, hydrocarbons are toxins and are a major
contributor to smog, which can be a major problem in urban areas. Prolonged exposure to
hydrocarbons contributes to asthma, liver disease, and cancer. Regulations governing
hydrocarbons vary according to type of engine and jurisdiction; in some cases, "nonmethane hydrocarbons" are regulated, while in other cases, "total hydrocarbons" are
regulated.
Technology for one application (to meet a non-methane hydrocarbon standard) may not
be suitable for use in an application that has to meet a total hydrocarbon standard.
Methane is not toxic, but is more difficult to break down in a catalytic converter, so in
effect a "non-methane hydrocarbon" standard can be considered to be looser. Since
methane is a greenhouse gas, interest is rising in how to eliminate emissions of it.
2.2.2 Carbon monoxide (CO):
A product of incomplete combustion, carbon monoxide reduces the blood's ability to
carry oxygen; overexposure (carbon monoxide poisoning) may be fatal. This odorless,
colorless gas is formed by the combustion of fossil fuels such as gasoline. Cars and trucks
are the source of nearly two-thirds of this pollutant. When inhaled, CO blocks the
transport of oxygen to the brain, heart, and other vital organs in the human body.
Newborn children and people with chronic illnesses are especially susceptible to the
effects of CO.
2.2.3 Nitrogen oxides (NOx) :
NOx is a precursor to smog and acid rain. NOx is a mixture of NO and NO2. NO2
destroys resistance to respiratory infection. For dogs most of the nitrogen dioxide is
removed in the nasal cavity. Jumbo vehicles and delivery trucks blow hot exhaust,
containing life dangerous quantities of NO2 into the atmosphere.

2.2.4 Sulphur dioxide (SO2) :

Motor vehicles create this pollutant by burning sulfur-containing fuels, especially diesel.
It can react in the atmosphere to form fine particles and can pose a health risk to young
children and asthmatics.

CHAPTER NO. 3
LITERATURE SURVEY
3.1 Introduction:
Internal Combustion Engines generate undesirable emissions during the combustion
process. In this, both SI and CI engines are equally responsible. The major causes for
these emissions are nonstoichiometric combustion, dissociation of nitrogen and
impurities in the fuel and air. The exhaust gas sent into the atmosphere by the engine
contains hydrocarbon (HC), carbon monoxide (CO) and nitrogen oxide for air pollution.
These pollutants are known to cause global warming, acid rain, smog and respiratory and
other health hazards. Therefore, there are laws on emission standards, which limit the
amount of each pollutant in the exhaust gas emitted by an automobile engine.
3.2 Previous Searches:
Engine emission can be classified broadly into two categories viz. exhaust emissions and
no exhaust emissions. Major exhaust emissions are unburnt hydrocarbon (HC), oxides of
carbon (CO and CO2), oxides of nitrogen (NO and NOx), oxides of sulphur (SO 2 and
SO3), particulates and soot and smoke. And the sources of no exhaust emission are fuel
tank, carburetor and crankcase. The main no exhaust emission is the unburnt
hydrocarbons. The present work is focused upon the reduction of exhaust emission only
using no noble metal copper as catalyst in catalytic converter.
The worst thing about vehicular pollution is that it cannot be avoided as the emissions are
emitted at the near-ground level where we breathe. Pollution from vehicles gets reflected
in increased mortality and morbidity and is revealed through symptoms like cough,
headache, and nausea, irritation of eyes, various bronchial problems and visibility. The
pollution from Vehicles are due to discharges like CO, unburned HC, Pb compounds,
NOx, soot, suspended particulate matter (SPM) and aldehydes, among others, mainly
from the tail pipes.

Situation is same in a number of other mega-cities across the globe be it Mexico City,
Sao Paulo and Santiago in Latin America or Bangkok, Jakarta, Manila, Dhaka in Asia or
Ibadan and Lagos in Africa or in cities of Eastern Europe, the erstwhile USSR and the
Middle East. According to the World Health Organization (WHO), 4 to 8% of deaths that
occur annually in the world are related to air pollution and of its constituents, the WHO
has identified SPM as the most sinister in terms of its effect on health.
Devices developed for after treatment of exhaust emissions includes thermal converters
or reactors, traps or filters for particulate matters and catalytic converters. The most
effective after treatment for reducing engine emission is the catalytic converter found on
most automobiles and other modern engines of medium or large size This chamber
contains catalytic material and it is intended to convert harmful combustion byproducts
from an engine cylinder into harmless products. In presence of catalytic material the rate
of chemical reaction increases because catalyst helps to oxidize the material at
comparatively low oxidation temperature level. Converter oxidizes harmful CO and HC
emission to CO2and H2O in the exhaust system and thus the emission is controlled.
Catalytic converter uses precious noble metals such as platinum, palladium and rhodium
as catalyst. Generally, catalytic converters are called as three way converter because they
are used to reduce the concentration of three emission gases CO, HC and NOx in the
exhaust.
3.3 Different Systems Available To Control Emission:
Some of the more popular emission control devices installed on the automobile are as
follows:
Catalytic converter
PCV valve
EGR valve
AIR injection
3.3.1 Catalytic Converter:
Automotive emissions are controlled in three ways; one is to promote more complete
combustion so that there is less by products. The second is to reintroduce excessive
hydrocarbons back into the engine for combustion so that there is less by products. The
second is to reintroduce excessive hydrocarbons back into the engine for combustion and
the third is to provide an additional area for oxidation or combustion to occur. This
additional area is called a catalytic converter. The catalytic converter looks like a muffler.
It is located in the exhaust system ahead of the muffler. Inside the converter are pellets or
a honeycomb made of platinum or palladium. The platinum or palladium is used as a
catalyst (a catalyst is a substance used to speed up a chemical process). As hydrocarbons
or carbon monoxide in the exhaust are passed over the catalyst, it is chemically oxidized
or converted to carbon dioxide and water.
As the converter works to clean the exhaust, it develops heat. The dirtier the exhaust, the
harder the converter works and the more heat that is developed. In some cases the

converter can be seen to glow from excessive heat. If the converter works this hard to
clean a dirty exhaust it will destroy itself. Also leaded fuel will put a coating on the
platinum or palladium and render the converter ineffective. This is why, in the U.S.A., all
fuels designed for automobile engines are now unleaded.

Limitations of Catalytic Converters :

It is desirable that catalytic converters have a lifetime comparable to that of the
automobile. Converters losses their efficiency with age due to thermal degradation and
poisoning of the active catalyst material. Thermal degradation usually occurs in between
500-900 degree centigrade.

Figure 3.1: Catalyic Converter

3.3.2 PCV Valve:
The purpose of the positive crankcase ventilation (PCV) system is to take the vapors
produced in the crankcase during the normal combustion process, and redirecting them
into the air/fuel intake system to be burned during combustion. These vapors dilute the
air/fuel mixture so they have to be carefully controlled and metered in order to not affect
the performance of the engine. This is the job of the positive crankcase ventilation (PCV)
valve.
At idle, when the air/fuel mixture is very critical, just a little of the vapors are allowed in
to the intake system. At high speed when the mixture is less critical and the pressures in
the engine are greater, more of the vapors are allowed in to the intake system. When the
valve or the system is clogged, vapors will back up into the air filter housing or at worst;
the excess pressure will push past seals and create engine oil leaks. If the wrong valve is
used or the system has air leaks, the engine will idle rough, or at worst, engine oil will be
sucked out of the engine.

Figure3.2: PCV Valve

3.3.3 EGR Valve:
The purpose of the exhaust gas recirculation valve (EGR) valve is to meter a small
amount of exhaust gas into the intake system; this dilutes the air/fuel mixture so as to
lower the combustion chamber temperature. Excessive combustion chamber temperature
creates oxides of nitrogen, which is a major pollutant. While the EGR valve is the most
effective method of controlling oxides of nitrogen, in it's very design it adversely affects
engine performance. The engine was not designed to run on exhaust gas. For this reason
the amount of exhaust entering the intake system has to be carefully monitored and
controlled. This is accomplished through a series of electrical and vacuum switches and
the vehicle computer. Since EGR action reduces performance by diluting the air /fuel
mixture, the system does not allow EGR action when the engine is cold or when the
engine needs full power.

Figure3.3: EGR Valve

Disadvantages of EGR:

Since EGR reduces the available oxygen in the cylinder, the production of
particulates (fuel which has only partially combusted) is increased when EGR is
applied. This has traditionally been a problem with diesel engines, where the
trade-off between NOx and particulates is a familiar one to calibrators.

The deliberate reduction of the oxygen available in the cylinder will reduce the
peak power available from the engine. For this reason the EGR is usually shut off
when full power is demanded, so the EGR approach to controlling NOx fails in
this situation.

The EGR valve cannot respond instantly to changes in demand, and the exhaust
gas takes time to flow around the EGR circuit. This makes the calibration of
transient EGR behavior particularly complex- traditionally the EGR valve has
been closed during transients and then re-opened once steady state is achieved.
However, the spike in NOx or particulate associated with poor EGR control
makes transient EGR behavior of interest.

3.3.4 Air Injection:

Since no internal combustion engine is 100% efficient, there will always be some
unburned fuel in the exhaust. This increases hydrocarbon emissions. To eliminate this
source of emissions an air injection system was created. Combustion requires fuel,
oxygen and heat. Without any one of the three, combustion cannot occur. Inside the
exhaust manifold there is sufficient heat to support combustion, if we introduce some
oxygen than any unburned fuel will ignite. This combustion will not produce any

power, but it will reduce excessive hydrocarbon emissions. Unlike in the combustion
chamber, this combustion is uncontrolled, so if the fuel content of the exhaust is
excessive, explosions that sound like popping will occur. There are times when under
normal conditions, such as deceleration, when the fuel content is excessive. Under
these conditions we would want to shut off the air injection system. This is
accomplished through the use of a diverter valve, which instead of shutting the air
pump off, diverts the air away from the exhaust manifold. Since all of this is done
after the combustion process is complete, this is one emission control that has no
effect on engine performance. The only maintenance that is required is a careful
inspection of the air pump drive belt.

Figure 3.4: Air Injection System

3.4 The SCR Method :
If the engine operates under conditions which optimize the combustion with regard to
efficiency, then SCR will convert NOx emissions into innocuous substances by means of
a reducing agent on a ceramic catalyst .Ammonia is a suitable agent for this purpose. The
chemical reaction in the exhaust gas stream behind the engine at the ceramic catalyst
causes a reduction of the nitrogen oxides NO2 and NO by ammonia (NH3).
Nitrogen dioxide (NO2) reacts directly with ammonia (NH 3), whereas initially nitrogen
monoxide (NO) is partly oxidized to NO 2 (overall the speed of the NOx reduction is
fastest, when NO and NO2 are present at a ratio of 1:1). Other than water (vapour), this
reaction produces only elementary nitrogen (N2), which with 80 % constitutes the main
natural component of the atmosphere.

3.4.1 Urea as a reduction agent:

Ammonia is a very aggressive and noxious gas. According to the opinion of the Federal
Ministry for Environment, Nature Conservation and Safety of Nuclear Power, the use of
ammonia in public transportation would require the establishment of a very extensive
system of regulations encompassing e.g. environmental protection plus work and traffic
safety. Therefore it is preferable to use less hazardous chemical compounds instead of
ammonia, which release ammonia in the exhaust stream only. One such substance is urea,
which will form ammonia at elevated temperature in the presence of vapour, according to
the following equation:
(NH2)2CO + H2O CO2 + 2 NH3

However, urea is not applied as a pure substance, because it forms is a solid white
powder, which cannot easily be added to the exhaust gases in exact quantities. Therefore
an aqueous solution of urea should be used, which will be described in more detail in the
next chapter.
3.5 Control of NOx:
o There are many techniques being tried to control NOx emission from diesel
engine. The following methods may be employed either as a single technique or
as a combination.
o Modification in the engine design
o Changes in the engine design
o Modification of fuels
o After treatment of exhaust gases.
3.5.1 After Treatment Of Exhaust Gas By Injecting Sheep Urine:
In the after treatment method, sheep urine is sprayed in the exhaust stream which is at a
temperature of 200C to 350C. At this temperature of exhaust gas, ammonia in the sheep
urine acts a reduction agent and coverts oxides of nitrogen (NO and NO2) into free
Nitrogen (N2) and water vapour (H2O).
A British Bus Company Is Testing A New Secret Weapon That It Hopes Will Help
Forward Its Push To Cut Its Polluting Emissions - Sheep Urine.

Stagecoach has fitted a bus in Winchester with a tank containing the animal waste,
which is sprayed into exhaust fumes to reduce emissions of harmful nitrous oxides.
Andrew Dyer, managing director of Stagecoach South, said: "It is a novel way of
reducing pollution but we believe it will work. There is nothing to worry about - we won't
be asking passengers to leave a sample and we won't be carrying a resident sheep at the
back of the bus." The scheme is backed by Hampshire county council as part of an effort
to reduce pollution.
The bus carried its first passengers last month. The urine is collected by the fertilizer
industry from farmyard waste and refined into pure urea, which is then sold on to be used
in the green engine technology. Ammonia from the urea reacts with nitrous oxides in the
exhaust fumes and converts them to nitrogen gas and water, which is released as steam.
Mr. Dyer said the idea was no laughing matter.
"I got some laughs when I told a transport conference in Birmingham that sheep urine
could be the key to cleaner vehicles but it is becoming a reality. This is the latest in green
technology and we believe it will help make our cities better places to be for the public."
New EU regulations to be introduced in October next year will bring tighter restrictions
on emissions, he said. The urea-injection system was developed by Darlington-based
engine manufacturer Cummins. Andy Wren of Hampshire county council said: "We are
running many anti-pollution initiatives, but the sheep urine idea gets the attention."
3.6 Bharat Stage Emission Standards:
Bharat stage emission standards are emission standards instituted by the Government of
India to regulate the output of air pollutants from internal combustion engine equipment,
including motor vehicles. The standards and the timeline for implementation are set by
the Central Pollution Control Board under the Ministry of Environment & Forests and
climate change. The standards, based on European regulations were first introduced in
2000. Progressively stringent norms have been rolled out since then. All new vehicles
manufactured after the implementation of the norms have to be compliant with the
regulations. Since October 2010, Bharat stage III norms have been enforced across the
country. In 13 major cities, Bharat stage IV emission norms have been in place since
April 2010.
The phasing out of 2 stroke engine for two wheelers, the stoppage of production of
Maruti 800 & introduction of electronic controls have been due to the regulations related
to vehicular emissions.[8] While the norms help in bringing down pollution levels, it
invariably results in increased vehicle cost due to the improved technology & higher fuel
prices. However, this increase in private cost is offset by savings in health costs for the
public, as there is lesser amount of disease causing particulate matter and pollution in the
air. Exposure to air pollution can lead to respiratory and cardiovascular diseases, which is
estimated to be the cause for 620,000 early deaths in 2010, and the health cost of air pollution
in India has been assessed at 3 per cent of its GDP.

Table 3.1:Emission Standards for Diesel Truck and Bus Engines, g/kWh

Table 3.2: Emission Standards for Light-Duty Diesel Vehicles, g/km

CHAPTER NO. 4
SYSTEM MODELING
4.1 Construction of System:
t consists of 4-stroke Diesel engine, Catalytic converter, Injector, Spray chamber 12 volts DC
motors with pump and solution reservoirs.
Solutions used: Human Urine.

4.2 Primary Layout:

We have studied the different methods to reduce exhaust pollutants and their
disadvantages then we have decided to implement our new method to reduce NOx
emission. We decided to take Catalytic converter, design Spray chamber, and injector.
When the exhaust gases will come out from engine it allows to passes through the spray
chamber where the sheep urine has been sprayed from injector fitted into spray chamber.
Then exhaust gas is allowed to pass into catalytic converter to reduce CO and HC
emissions. In spray chamber sheep urine mixed with the exhaust gases and causes the
chemical reaction with the exhaust gases and reduces the percentage of NOx, HC, CO,
etc. So we will go to work on this method for reduce emission.

Figure 4.1: Primary Layout of System

1. Diesel engine
2. Dynamometer
3. Measuring instruments
4. Solution tank for sheep urine
5. Solution pump
6. Nozzle
7. Smoke meter
8. Gas analyzer
9. Printer

4.3 Engine Specifications:

SR. NO.

PARAMETER

SPECIFICATIONS

No. of cylinder

No. of Strokes

Cylinder Diameter

87.5 mm

Stroke length

110 mm

Connecting Rod length

234 mm

Dynamometer Arm length

185 mm

Fuel

Diesel

Power

3.5 KW

Speed

1500 rpm

10

C.R. Range

12.1 to 18.1

4.4 Design of Spray Chamber:

Input Data: Inner Diameter: 120 mm, Length: 400 mm, Max Working Pressure: 5 Bar
Assumptions:
o Homogeneous And Isotropic Material
o No external pressure applied on the chamber.
Material: Mild Steel Sheet
Syt = 230N/mm2
Factor of safety = 4
Poison Ratio = 0.30
Solution:

When the material of the cylinder is ductile, maximum strain energy of failure is used as
a criterion to indicate failure. Our chamber is similar to open cylinder subjected to
internal pressure when the cylinder ends are open,

Substituting the values of principle stresses:

Rearranging the terms,

Substituting value of (Do = Di + 2t) in above equation,

4.5 Solution Reservoir:

In this system, plastic reservoir is used for storage of the human urine to avoid corrosion.
The storage capacity of reservoir is of 1.5 liters.
4.6 Motor with Pump:
For the injection of sheep urine in to the spray chamber we have used 12 Volts DC motor
which has inbuilt vane pump. The inlet of pump is connected to the storage tank and outlet is
connected to injector. The pump delivers the solution from reservoir to the injector under
pressure. The pump develops a pressure of 1.5 to 2 bar. The voltage input for motor is taken
out from 12 V batteries.

Figure4.2: Motor with pump

4.7 Spray Nozzle:
o
o
o
o

Type: Hollow cone series

Operating Pressure: 2 bar
Spray Angle: 52
Capacity: 120 ml / min

4.8 Pipes and Injectors:

We used flexible pipes to carry the solution in between pump and injectors. Injectors are
used to make a spray of solution in proper proportion so it will be properly mix with
exhaust gases. Injector will provide fine atomized spray of urine inside a chamber.
4.9 Indian Diesel Specification:

4.10 Properties of human Urine:

Its a liquid by product of secreted by kidney through a process called urination. The
urine of human contains a significant amount of ammonia (10-12 %). This ammonia from
the urine reacts with nitrous oxides in the exhaust fumes and converts them to nitrogen
gas and water, which is released as steam.
Properties:
1. It is light yellow in color.
2. It has offensive odor.

Figure 4.3: human Urine

CHAPTER NO.5
EXPERIMENT DETAILS
For conducting test, we have used single cylinder, 4 stroke Diesel engine. For this
experiment we have designed a Spray chamber for the reaction ammonia in sheep urine
with the NOx from the exhaust of the diesel engine. The chamber is designed in such a
way that there should be the maximum exposure of human urine with the exhaust stream.
The spray chamber is followed by catalytic converter to convert the HC and CO into

H2O and CO2. Emissions from engines are measured with the help of Exhaust gas
analyzer.
Three extensions are provided for measurement of exhaust gases at three different
locations, those are as follows:
1. Before Urine Spray.
2. After Urine Spray.
3. After catalytic converter.
5.1 Chemical Reactions:
Following reactions are takes place inside the spray chamber.
Reaction of Human urine with NOx:
4NO + 4NH3 + O2 = 4N2 + 6H2O
2NO2 + 4NH3 + O2 = 3N2 + 6H2O
NO + NO2 + 2NH3 = 2N2 + 3H2O

Figure5.1: Experimental Setup

5.2 Experiment Procedure:

1. Assemble all the components as shown in setup.
2. First start the Engine.
3. Allow the engine to run at idling speed for 10 min. to reach the normal operating
temperature.

4. Temperature of the exhaust should be in between 250-450 deg. Celsius.

5. Start the spray of the sheep urine in to the spray chamber.
6. Now run the engine at low load and at a constant speed.
7. Connect the probe of the exhaust gas analyzer in first extension to measure emissions
before the spray of sheep urine.
8. Take the emission readings.
9. Now connect the probe of gas analyzer in the second extension i.e. after spray of sheep
urine.
10. Take emission readings.
11. Also measure emissions after the catalytic converter.
12. Note down those displayed readings.
13. Follow the same procedure for medium load and full load condition. Note down the
emission readings.
14. Compare the emissions at Low load, medium load and full load condition.

5.4 Advantages and Limitations:

5.4.1 Advantages:
1. With the help of this system we can reduce NOx up to 50-60%.
2. This system can also reduce CO2 and HC about 30% and 90 % respectively.
3. System is eco-friendly and not harmful to human beings as well as animals.
4. Cost of system is low.
5. Can be adapted for small space.

6. We can adopt this technique also for kerosene based engines.

7. Running cost is very low.
5.4.2 Limitations:
1. Initial manufacturing cost of system is high.
2. Erosion and corrosion will take place inside the system.
3. Sometimes back pressure will develop on engine.
4. We cannot determine approximate quantity of solution require for NOX reduction.

CHAPTER NO. 8
CONCLUSION AND FUTURE SCOPE
8.1 Conclusions:
On above experimental project and results we conclude that:
1. The human urine can be used to reduce NOx from exhaust emissions from diesel
engine.

2. This system reduces the NOx and HC by 60% and 90 % respectively.

3. It is more efficient and reliable method for reducing the NOx emission.
Thus, these are the conclusions we made after this project.
8.2 Future Scope:
1. Different animal urines can be tested for reduction of NOx.
2. The optimum flow rate can be found out for the injection of urine by testing the system
on different flow rates.