Advances in Automobile Engineering- A Literature Review

IJSTE - International Journal of Science Technology & Engineering | Volume 4 | Issue 5 | November 2017 ISSN (online): 2349-784X

Advances in Automobile Engineering- A Literature Review Saqeef Tehnan Manna Student Department of Mechanical Engineering Vidyavardhaka College of Engg, Mysore, India

Vinod B Assistant Professor Department of Mechanical Engineering Vidyavardhaka College of Engg, Mysore, India

Abstract In the recent years there has been a tremendous advancement in the automobile sector resulting in electric vehicles, hybrid energy source management, storage of kinetic energy for electric vehicle, development of autonomous car or driverless cars and so on.

The present paper is aimed to focus on such advancement in automobile engineering sector.

Keywords: Electric vehicles, kinetic energy, carbon monoxide and automated guided vehicle ________________________________________________________________________________________________________ I.

INTRODUCTION

Electric vehicles have been around since early 19th century [1, 2]. However, the electricity was primarily generated using coal and other fossil fuels. Now that the world is facing severe shortages in the gasoline and rising effects of environmental pollution such as climate changes, efforts are being carried out to reduce the pollution and improve the carbon footprint. Every country has set out policies and framework for achieving this target. This has given a significant boost to the research and development in the areas of renewable energy sources and electric vehicles. There is a strong connection between the two. As the renewable energy sources have become cheaper and commercially attractive, more energy is being generated by them. These sources are intermittent and hence they need storage for their complete utilization.

Battery Electric Vehicles (BEV) is considered as an important mobility option for reducing the dependence of fossil fuels. After almost a decade after the first serial production electric vehicle launched by Tesla [3] the main auto manufacturers have already claimed their plans and readiness for delivering their electric products to customers. The greatest challenge of the BEV is the battery itself, as they face the customers accustomed to the flexibility of oil derivatives usage. Electric batteries offer either high specific energy capacity to cover acceptable mileage or high specific power to follow typical driving discharge/ charge cycle demands, but not both. Hybridization of the energy source is one widespread nowadays solution and a common strategy would be to combine an electric battery with an additional high-power source usually mechanical devices as kinetic energy storage (KES) – flywheels [4,5], or electrical device - super-capacitors. Based on its utilization in F1 competition KES systems gain popularity and there are signs from automakers for introducing the KES into mass production [6, 7].

An autonomous car also known to many as a driverless car or a self-driving car or a robot car challenges this. It is a vehicle capable of driving through the streets and roadways, fulfilling its transportation capabilities of a traditional car without any assistance from human. It is specialized in sensing its environment through imbedded equipment and navigates from one point to other without human input. It is fundamentally defined as a passenger car with main impetuses being safety on roads [8]. An autonomous car may also be referred to as autopilot, auto-drive car, or automated guided vehicle (AVG). Currently many automotive applications are based on the use of fuel as a primary energy source such as batteries and super-capacitors auxiliary power source. The use of super-capacitors reduces power stress on the main power source and meet the requirements of wheel motors in the event of rapid energy demand since the latter it is stored and ready to be consumed directly; namely the fuel cell take a moment to also produce renewable energy, the delay is justified by the chemical reactions in the cell conversation [9].

II. LITERATURE SURVEY Deepak Chandran and Madhuwanti Joshi et al Deepak Chandran and Madhuwanti Joshi et al have made a study on Electric Vehicles and Driving Range Extension with everevolving storage technologies, the electric vehicles became economically a more viable option. Besides giving power to the electric vehicles, storage made them an important element in the smart grid.

Grid connected electric vehicles are the ones which use the electricity from overhead or underground cables. Typically, electric trains and trolley buses are developed using this concept. Battery based electric vehicles have rechargeable batteries on the vehicles.

The vehicle uses the energy from the battery. Battery needs to be charged after the drive. The Hybrid Electric Vehicles (HEV) use a battery and conventional fuels to run the vehicles. The battery in the hybrid electric vehicles does not need separate charging as it gets charged from the vehicle stoppings, also known as regenerative braking. The Plug-in Electric Vehicles (PEV) use batteries which can be charged from regular electricity power outlet in a house or any commercial place. The plug-in hybrid electric vehicle uses a similar concept for a hybrid electric vehicle. Since large-scale grid-connected electric vehicles like trains and trolley buses

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require a lot of infrastructures, most of the electric vehicles research focus is shifted towards either entire storage based electric vehicles or hybrid electric vehicles which have the ability to run on electricity and conventional fuels [10, 11]. To improve the driving range of the vehicle, it is necessary to understand its basic building blocks and its connection to the driving range.

Structure of Electric Vehicle All the electric vehicles have four main building blocks. They are as follows: A) Battery to generate a DC voltage, B) A DC to AC converter to convert the DC voltage to a high-frequency AC voltage, C) A AC motor coupled to the drive train and D) The battery charger circuit to charge the batteries. Sometimes, an additional DC to DC converter is also required to step up the low voltage from the batteries.

Fig. 1: A block diagram of the electric vehicle.

Improving Driving Range of the Vehicle The power required by any electric vehicle at the wheel consists of four main components [12-13]. First is the base electric load such as a heater, air conditioning, music system etc. Second is the power required to overcome aerodynamic drag or air resistance to the vehicle? The third component is the power required to overcome rolling resistance by the wheels. The fourth component is the power required to work against gravity during upwards and downwards slope of the road and fifth is power required for overcoming inertia of the vehicle. The total power at the wheels Pw is given by equation 1.

Pw = Proll + Pdrag + Pg + Pacc dV Pw = Pb + CrMgV + ½ Ď Cd Af V3 + Meff V (1) dt Where, Pb is the base electric load measured in watt, Cr is the dimensionless co-efficient of rolling resistance, M is the mass of the vehicle, g is the acceleration due to gravity in m/s2, v is the velocity of the vehicle in m/s, Ď is the density of the air in Kg/m3, Cd is the dimensionless co-efficient of the drag, and Af is the frontal area of the vehicle [14, 15].

For measuring the driving range, two types of driving cycle, namely city and highway driving cycles are considered. City driving cycle has many stops or brakes. Braking regenerates a lot of the lost energy from the vehicle. In the highway driving cycle the vehicle drives continuously at some average speed. Regardless of the type of driving, Average energy Ew over one driving cycle is given by integrating the individual components of required driving power over the cycle as shown in equation 2.

Ew = âˆŤ P w (2) Where t, is the total driving time. The driving range R is given by equation: E R= (3) E/D

Where Eb is the energy in the battery and D is the driving distance in m.

Eb = n Ă— ∆SOC Ă— Eint (4) Where n is the efficiency of the entire traction system, ∆SOC is the window of battery state of charge and Eint is the initial battery energy. n is further given by equation: n = nconverter Ă— nmotor Ă— ndrive-train (5) Driving range of any electric vehicle can be improved by improving any of its building blocks. Following sections discuss various methods researchers have been used to improve the driving range.

Impact of Driving Behavior Driving style has a lot of impact on driving range of the vehicle. An interesting study performed in thermal vehicle-concept study using co-simulation for optimizing driving range [16] concluded that about driving range can be improved by about 30% just by following the correct driving practices. Some of the good driving practices are as follows: 1) Reducing the difference in acceleration and deceleration.

2) Avoiding high accelerations.

3) Reducing aggression in the driving.

To reduce this impact of human behavior, seamless integration of technologies like Internet of Things (IoT) in the vehicle is necessary. With the sensors guiding the vehicle operation, the chances of errors are much less and effectively efficiency of the vehicle can be improved.

The driving range improvement techniques can be categorized into three categories. They are 1) Improvement in the storage technology, 2) Improvement in the electronics and 3) Improvement in the drive train.

To quantify the effect of improvement, an impact factor is derived. Impact factor for this discussion is defined as the multiplication of the per unit percentage driving range improvement and the maximum possible percentage improvement in the various technology area given by equation: % đ?‘œđ?‘“ đ?‘‘đ?‘&#x;đ?‘–đ?‘Łđ?‘–đ?‘›đ?‘” đ?‘&#x;đ?‘Žđ?‘›đ?‘”đ?‘’ đ?‘–đ?‘šđ?‘?đ?‘&#x;đ?‘œđ?‘Łđ?‘’đ?‘šđ?‘’đ?‘›đ?‘Ą Impact factor = Ă—Maximum theoretical limit for improvement % đ?‘–đ?‘šđ?‘?đ?‘&#x;đ?‘œđ?‘Łđ?‘’đ?‘šđ?‘’đ?‘›đ?‘Ą đ?‘–đ?‘› đ?‘Ąâ„Žđ?‘’ đ?‘Ąđ?‘’đ?‘?â„Žđ?‘›đ?‘œđ?‘™đ?‘œđ?‘”đ?‘Ś

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Hence, driving range can be increased by using advanced storage materials, improving the converter technology, improving the motor, using renewables in the vehicles, on-road contactless power transfer, and effective vehicle thermal management and following efficient driving practices. Some of the promising technologies for the storage are lithium-air batteries and hybrid storage solutions using ultra capacitors and fuel cells. Converter and motor efficiency can be increased by using advanced modulation techniques like pulse amplitude modulation and different winding patterns. An impact factor is derived from studying the effect of each different technique of the driving range improvement. The improvement in the storage has the highest impact on the effective driving range. Finally, although, the impact factor of good driving practices is hard to calculate, it does affect the driving range.

Hence, seamless sensor integration and Internet of Things (IoT) into the vehicle would improve the driving range further.

Jivkov V and Draganov D et al Jivkov V and Draganov D et al Have made a study on Kinetic Storage as an Energy Buffer for Electric Vehicles. The idea of KES usage as an alternative energy source in BEV was born in the early 1970s [17]. The proposed concept utilized KES as a main energy source in a vehicle with pure electric propulsion system, which reflects the technology state at the time. Evolving from Lead Acid battery technology to Lithium-Ion battery ones swaps KES and battery as the main energy source over time.

Kinetic Energy Storage (KES) Model and Its Local Efficiency Map There is no energy transformation in KES and its internal losses are results of its own rotor motion. Two main loss contributions are usually considered: bearing losses (rolling, sliding, sealing) and air resistance (significant reduced in vacuum), including rotor shape resistance (known as a spacing ratio [18]. Those losses do not depend on the power flow to and from the KES. For the bearing losses modelling a relation, proposed in Vehicle propulsion systems by Guzzella and Sciarretta [19] is used. d Pbr = Âľk w mKESgv (6) d Where Âľ is a friction coefficient; k is a corrective force factor for unbalance and gyroscopic force modelling; d w, d are shaft and flywheel diameters [m]; mKES is the flywheel mass [kg]; v is the peripheral velocity, [m/s]; g is the gravitational acceleration [m/s2].

At a given KES dimensions and for Reynolds numbers above 3Ă—10 -5, the air resistances can be expressed as Vehicle propulsion systems by Guzzella and Sciarretta [19].

Pair = 0.04Ď a0.8Ρa0.2d1.8 (β + 0.33)u2.

(7) Where Ď a is the air density in the internal area [kg/m3]; Ρa is the dynamic viscosity of air, [Pa.s]; β=b/d is a geometrical ratio, describing the flywheel thickness.

The KES state can be presented by its state of charge in the similar manner as the battery in the following form. ω So CKES = E⠄Eo = ( )2 (8) ωo where ω and ω0 are the current and maximum permissible working angular velocities of the KES rotor.

Obviously the peripheral velocity v, which is the basic parameter in power losses relations (6) and (7), is a function of KES state đ?‘‘ of charge, relation (8) in the form v = đ?œ”0 √SoCKES, and after substitution, it is possible to model the power losses in KES as a 2 function of its state SoCKES in the following form PKES, losses = const1SoC1.4 – const2SoC0.5 (9) Where, the constants const1 and const2 are defined according to the relations (6) and (7).

Psource−Pkes,loss Pcons ΡKES,C= , or ΡKES,D= (10) Psource

Pcons+Pkes,loss

The results from KES efficiency modeling based on the relations (9) and (10) and the power limit of the secondary electric motor according to the specifications. There is a clear evidence of the KES losses influence, i.e., the KES efficiency drops with increasing its state of charge SoCKES at a constant external power exchange. Comparative analysis between both accumulators efficiency shows the area of higher power flows and keeping SoCKES below the medium, where KES is competitive with the battery.

Hence, a dynamic model of a hybrid electric vehicle is created, where a KES is used as an alternative energy buffer to support the main energy source – the electric battery. Numerical solutions show that by proposed control of the power splitting between the battery and the KES; it is possible to increase the expectant battery life concomitant with slight mileage increase over FTP-72.

The theoretical investigations also show an increase between 8% and 15% of the achievable mileage of a vehicle with mass 1750 kg over NEUDC cyclic recurrence until the main energy source – the electric battery becomes fully discharged. All depends on the losses in the bearings and the value of the vacuum in flywheel’s container.

Kumar K et al Kumar K et al Have made a study on Navigating a Driverless World. Their components include 360 degree sensors, lasers, learning algorithms and GPS to navigate streets in a supreme precise fashion [20]. They will be implemented fully in real world situations in the next 10-20 years. Google’s driverless car has travelled 400,000 miles already and is in exceptionally advanced stage of real world implementation. The technology could change the world significantly. It will lead economic growth, time saving, the technology could trigger a burst of economic growth, transform transport around the world, free vast amounts of time, increase productivity, make us a lot wealthier and unleash drastic, unpredictable economic and cultural changes [21].

Navigation and decision making Powered by an electric motor with around a 100 mile range, Google’s driverless car uses a combination of sensors and software to locate itself in the real world combined with highly accurate digital maps. A GPS is used, just like the satellite navigation systems

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in most cars, to get a rough location of the car, at which point radar, lasers and cameras take over to monitor the world around the car, 360-degrees [22]. Data from these sensors are used to render other cars are rough blocks with shifting, amorphous edges. The car doesn’t need to know the perfect shape since it will never be close enough to test the accuracy of its borders. The software can recognize objects, people, cars, road marking, signs and traffic lights, obeying the rules of the road and allowing for multiple unpredictable hazards, including cyclists [23]. However these all depend on the standardization of the road network available. It may happen to handle situations like: Big potholes, waterlogging on main roads, broken barriers/dividers [24]. Without the sign boards and proper lane division, the car would have significant difficulty in understanding the traffic movement and decision making. Taking this into account with the existing road networks in developing countries like India with world’s second largest road network with 4,689,842 kilometres (2,914,133 mi) in 2013. However, qualitatively India’s roads are a mix of modern highways and narrow, unpaved roads, and are being improved. As of 2011, 54 percent - about 2.53 million kilometres - of Indian roads were paved.

No Traffic Signal Junctions (Intersections) The IEEE 802.11 standard makes it mandatory for all stations to implement the Distributed Coordination Function (DCF), a form of Carrier Sense Multiple Access with Collision Avoidance (CSMA/CA). CSMA is a contention based protocol that makes all stations to sense the medium first and then transmits. This helps in a way such that there is no collision as well as none in corresponding retransmissions.

Security and Privacy Computer drivers are vulnerable to something that human drivers are not - hackers. Information exchanged between cars or between a car and a remote computer will be vulnerable to security breaches intended to steal data or to disrupt cars’ ability to navigate and make good decisions. The challenge increases with increase in number of vehicles from few hundreds to thousands and to millions to protecting data on that scale will be enormous [25]. Researchers at the University of California and University of Washington have found ways to infect vehicles with computer viruses and cause them to crash by shutting off their lights, killing their engines or slamming on their brakes. They infected the system by implanting a virus in the CD used to listen to music in the car [26].

The paper has presented that even the current obstacles are eminent, there are certain solutions present for them and even though the market penetration will not be much for first few years but later on it will set an example like smartphone industry. Just in the USA, the car puts up for grab some $2 trillion a year in revenue and even more market cap. Business opportunities created dwarfs Google’s current search-based business and unleashes existential challenges to market leaders across numerous industries, including automobile industry, insurance sector, energy industry companies and others that share in car-related revenue.

Boumediene Allaoua and Brahim Mebarki et al Boumediene Allaoua and Brahim Mebarki et al have made a study on Hybrid Energy Source Management Composed of a Fuel Cell and Super Capacitor for an Electric Vehicle. The use of super-capacitors reduces power stress on the main power source and meet the requirements of wheel motors in the event of rapid energy demand since the latter it is stored and ready to be consumed directly; namely the fuel cell take a moment to also produce renewable energy, the delay is justified by the chemical reactions in the cell conversation. The maximum speed is 136 km/h, with acceleration from 0 km/h to 100 km/h in 10.3 sec. The portion of the hybrid source in our VE consists of: 1) A PEM fuel cell consists of two blocks connected in parallel. Each block has three stacks connected in series. A stack has a power of about 8 kW, it consists of 125 cells. The hydrogen feed is ensured by compressed hydrogen tanks 26 to 350 bars.

2) Battery super capacitors are composed of two blocks connected in parallel. Each block contains 141 super capacitor cells connected in series. A cell has a capacity of 1500F and a nominal voltage of approximately 2.5V. It has a maximum specific energy of 5.3 Wh/Kg and a maximum power density of 4.8 kW/kg.

3) Intermediate converter is a boost converter connected to the battery; a buck-boost converter connected to super capacitors and an inverter connected to the DC bus whose voltage should be regulated to 300V switches used are 600V IGBT with antiparallel diodes [27].

4) An asynchronous motor with a rated power wheels is in the order of 37 kW and maximum torque is 255 Nm. The hybrid power source is designed for an output voltage of 300V considered to provide the inverter to meet the requirements of the EV propulsion system (wheel motors). The management of hybrid energy source in our first electric vehicle is based on the intervention of the super-capacitor battery transient regimes such as slopes, overtaking and acceleration fugitive. Second at steady state, the fuel cell alone intervenes to ensure propulsion power. Assuming for the simulation test VE path of Figure 1. The results identified by the Figure 1 shows the response of the output voltage of the hybrid source. The power delivered by the fuel cell and the power delivered by the battery of super-capacitors the vehicle starts on a rectilinear path with a linear speed of 60 Km/h for 04.12 sec and 80 Km/h for 8-10 sec as a transient time when the super-capacitors ensures power supply to 300V (Figure 2) through the DC-DC Buck Boost converters to deliver a power of 18-23 kW (Figure 3), during this period the fuel cell is not connected to the DC bus, these responses warrant the battery of super-capacitors intervene to the transitional regime.

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Fig. 2: Trajet Electric vehicle movement.

Fig. 3: Output voltage of the hybrid energy source

Fig. 4: Powers granted by the hybrid energy source

At 4.12-8 length and 10-14 sec, the DC-DC boost converter connected to the fuel cell works for the latter provided the necessary power for the EV power where the voltage is 300V keep (Figures 3 and 4). In this case, controlling the opening and closing of the switches is performed by a Proportional Integrator controller that calculates the state 0 or 1 of the connections of the DC-DC converters. The calculation of these statements is comparable by the PI controller when the demand for power PLoad remains constant is the steady state (state 0 for battery and one for the stack) and the opposite for the transitional arrangements (the state 1 for the battery and for the stack 0) (Figures 3 and 4). At time 14-15 seconds, the vehicle idle for a period of one second to stop in this phase the battery super-capacitors receives power from the fuel cell for charging, this phase called the recovery phase.

This work focuses on the design of critical behaviors that are considered electric vehicle battery PEM fuel type, supercapacitors and converters connected to it in our power source. In addition, presents the modeling of the behavior of energy

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sources and DC-DC converters associated with these sources. Simulation tests show the operation of the hybrid energy source and energy management applied to the electric vehicle.

Ohwojero Chamberlain et al Ohwojero Chamberlain et al have made a study on Carbon-Monoxide (CO): A Poisonous Gas Emitted from Automobiles, Its Effect on Human Health. A great amount of carbon monoxide (CO) are released into the atmosphere by burning fossil, fuels, car exhaust emission and burning of natural gas. Carbon monoxide as a poisonous gas is a major cause of illness and deaths in the USA, most cases result from exposure to the internal combustion engines and to stove burning fossil fuels. Described carbon monoxide as a colourless, odourless, toxic gas that is a product of incomplete combustion from motor vehicles, heater appliances that use carbon-based fuels and household fires. Carbon monoxide (CO) as a gas is a silent killer since it has no colour or smell.

Automobile and Carbon Monoxide (CO) Emission The history of automobiles is traceable to a number of decades that was based on the prevalent means of propulsion. The manufacture of automobiles that was powered by steam started in 1708 when Nicolas Joseph Cugnot produced the first steam powered engine. The first powered internal combustion engine that was fueled by hydrogen was designed by a French man called Francois Isaac De Rivaz in 1807. The improvement in technology gave rise to the invention of the first petrol or gasoline powered automobile that was designed by Karl Benz in 1886. The development of the automobile in the recent 21st century gave rise to the manufacture of electrically powered automobiles that brought limitations to the use of petrol or diesel internal combustion engine that emits carbon monoxide (CO) that is hazardous to human health. The exhaust system that emits the burnt gas carbon monoxide is shown below (Figure 2). The exhaust systems of vehicles are of different types namely: a) Single exit pipe b) Dual rear exit c) Opposite dual exhaust d) Dual side exhaust e) High-performance exhaust the exhaust system makes use of catalytic converter which helps to convert gas to less toxic pollutants by catalyzing a redox reaction (oxidation or reduction).

Experimental Method The researcher placed the four English rabbits in two different rooms together with two yards of white clean fabrics hung and spread in the two different rooms. The purpose is to check the level of carbon deposits on the white fabric like it will be deposited in the lungs of the four rabbits used for the experiment. The exhaust pipes of the two functional vehicles were connected to the two different rooms and carbon monoxide was emitted at different interval period of time.

The researcher exposed the four rabbits to carbon monoxide that was emitted from the two different exhaust system independently for 30 mins having the two rooms closed for the first day. On the second day, the researcher exposed the four rabbits to carbon monoxide for 60 mins in the two different rooms, having the two rooms closed. The researcher continued the experimental procedure for another four days by increasing the period of exposing the four rabbits to carbon monoxide by 30 mins each day. This made the total time period of exposing the rabbits to carbon monoxide to 210 mins for the seven days that the experiment was carried out. It is very pertinent to note that in each of the days that the four rabbits were exposed to carbon monoxide, the researcher used a clinical thermometer to check the temperature of the four rabbits after the exposure to carbon monoxide. The researcher also used a scale balance to check the weight of the four rabbits after exposure to carbon monoxide every day of the experiment. The researcher checked the color state of the white fabric that was hanged and spread in the two different rooms.

But since signal capture was improved we accepted this position. At the 6-month follow-up the signal had drifted and this was confirmed with heart catheterization. Two LA implants suffered signal drift within the first 3 months, but in one the pressure curve was restored shortly after the 6-month follow-up. There were no signs of hemolysis, with a median haptoglobin value of 1.15 g/L (reference <1.9 g/L).

Discussion of Findings

Graph 1: Graph showing the body temperature increase of the two rabbits exposed to caebon monoxide emission from exhaust system that did not use catalytic convertor.

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Advances in Automobile Engineering- A Literature Review (IJSTE/ Volume 4 / Issue 5 / 034)

Graph 2: Graph showing the weight loss of the two rabbits exposed to carbon monoxide emission from exhaust system that did not use catalytic converter

1) The four rabbits exposed to carbon monoxide (CO) for seven days had a very high body temperature that was above their body normal temperature before the experiment.

2) The four rabbitâ&#x20AC;&#x2122;s lost weight when they were exposed to carbon monoxide compared to their actual weight before the experiment was carried out.

3) There was nasal discharge from the nostril of the four rabbits that was used for the experiment, after exposing them to carbon monoxide as from 90 mins to 210 mins.

4) The four rabbits used for the experiment vomited after exposing them to carbon monoxide CO as from 90 mins to 210 mins 5) The feeding habits of the rabbits used in the experiment dropped after long exposure to carbon monoxide.

6) The two rabbits used for the experiment that was exposed to carbon monoxide in the exhaust system that had catalytic converter fell sick. While the other two rabbits exposed to the exhaust system that does not use catalytic converter died at the end of the experiment because of the poor exhaust system [26].

7) The level of carbon monoxide deposited on the white fabrics hung in the two rooms was high. The carbon deposit on the fabrics where exhaust system that used catalytic converter was not much compared to the fabrics hung in the room that the exhaust system did not make use of the catalytic converter.

8) The two rabbits used for the experiment in the room where catalytic converter was not used in the exhaust system died while the other rabbits exposed to carbon monoxide in the room where catalytic converter was used in the exhaust system only fell sick because of the reduction of carbon monoxide effect.

Recommendations Based on the findings that were discussed from the experiment of the four rabbits exposed to carbon monoxide CO, the following recommendations were made 1) All living organisms that breathe in oxygen most especially human beings must not be exposed to carbon monoxide.

2) An automobile that undergoes combustion process that has poor exhaust system should be eliminated from all highways and streets to reduce the effect of carbon monoxide in manâ&#x20AC;&#x2122;s environment most especially in African countries where fairly used vehicle are used.

3) Carbon monoxide detectors should be installed in the environment that man lives. This is to help man manage himself in every environment where the automobile is used.

4) Manufacturers of the automobile should build in the catalytic converter into vehicles to help manage the emission of carbon monoxide from the exhaust system.

5) The importation of already used automobiles from the western world to some of the developing countries in the African continent should be stopped. This is to help reduce the emission of carbon monoxide on most streets of African countries.

6) The regulatory body that is responsible for the control of emission of carbon monoxide gas on the road and environment must ensure that automobile users, manufacturers must obey the law of the regulatory body to avert the effect of carbon monoxide CO on human health.

7) An automobile that lacks catalytic converter in their exhaust system should be banned from plying the highway and street, to help reduce the emission of carbon monoxide in the human environment.

8) Human beings that live in the cities, whose population is dense should be advised to visit hospitals for a medical checkup on a monthly basis to help check their health status.

Based on the findings and recommendations made in this research, it can be concluded that carbon monoxide has a serious negative effect on human health like it was assumed. From the experiment carried out using four English rabbits and white fabrics.

The color of the fabrics shows the level of carbon deposit that is being deposited in human lungs when carbon monoxide is emitted from the exhaust system. As the rabbits breathe in carbon monoxide when they were exposed to the poisonous gas in an enclosed All rights reserved by www.ijste.org

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two different rooms that made use of catalytic converter in one of the exhaust system. And in another exhaust system that did not make use of catalytic converter in the exhaust system.

III. CONCLUSION There are still a lot of advancements need to be accomplished in the Automotive Engineering which will be acchieved in the next coming years. The first gasoline-fueled, four-stroke cycle engine was built in Germany in 1876 and the first working electric motor and electric vehicle was built back in 18th century but it became popular in 21st century by the means of Tesla and Toyota. We have come a long way in Automobiles and yet to discover many more things, the major objective, being an emission free environement and decreasing our dependency on fossil fuels and increaeing usage of renewable resources.

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