WO2022185119A1

WO2022185119A1 - System and method for automobile emission measurement

Info

Publication number: WO2022185119A1
Application number: PCT/IB2021/062405
Authority: WO
Inventors: Shenal Mario Udara MEEGASWATTA; Wel Hengodage Sasinda Chandula PRABHASHANA; Kanagasundaram AHILAN; Ragupathyraj VALLUVAN
Original assignee: University Of Jaffna
Priority date: 2021-03-05
Filing date: 2021-12-29
Publication date: 2022-09-09

Abstract

A system (100) according to the present disclosure includes a chamber (102) including multiple sensors (108, 110) to sense emission factors, a first pipe (112) that receives exhaust gas from an automobile (204), and a second pipe (118) that allows flow of the exhaust gas from the chamber (102). A first valve (116) of the system (100) selectively allows flow of the exhaust gas into the chamber (102) and a second valve (122) selectively vents the exhaust gas from the chamber (102). Further, a control unit (136) of the system (100) receives input regarding speed of an engine of the automobile (204), actuates the first valve (116) when the speed of the engine is at least equal to a predefined speed value, receives inputs from the sensors (108, 110) regarding the at least one emission factor, vents the exhaust gas from the chamber (102) via the second valve (122), and transmits values of the emission factors to at least one of a remote database and a user device.

Description

SYSTEM AND METHOD FOR AUTOMOBILE EMISSION MEASUREMENT

PRIORITY CLAIMS [0001] This application claims priority from NIPO application Ser. No. 21650, filed 5^th

March 2021, the contents of which are incorporated herein by reference in its entirety.

TECHNICAL FIELD

[0002] The present disclosure relates to automobile inspection systems and, more particularly, to system and method for measuring emission factors of an automobile.

BACKGROUND

[0003] Environmental considerations require that the exhaust emissions of internal combustion engines are maintained within predefined limits. Often, such predefined limits are mandated by legislation. In case of automobiles, exhaust emission levels are checked periodically as a test of fitness for use. Typically, such test for the fitness for use is performed within an enclosed space in a building or at an emission testing facility. Emission test procedure requires the engine of the automobile to be running for several minutes and, often, be subjected to successive accelerations.

[0004] Further, such emission test procedure requires a tester to follow a predetermined test routine displayed on a control device, for example a dedicated computer. For obvious reasons, it is not convenient to continually move such control device from the emission testing facility to outdoors, such as street, and back.

SUMMARY

[0005] In one aspect of the present disclosure, a portable emission measurement system is disclosed. The portable emission measurement system includes a chamber including a plurality of sensors to sense at least one emission factor; a first pipe that fluidly communicates with the chamber and receives exhaust gas from an automobile; a second pipe that fluidly communicates with the chamber and allows flow of the exhaust gas from the chamber. The portable emission measurement system also includes a first valve detachably coupled to the first pipe at an upstream portion of the chamber and a second valve detachably coupled to the second pipe at a downstream portion of the chamber. The first valve selectively allows flow of the exhaust gas into the chamber and the second valve selectively vents the exhaust gas from the chamber. The portable emission measurement system further includes a control unit communicably coupled to each of the plurality of sensors, the first valve and the second valve. The control unit receives input regarding speed of an engine of the automobile; actuates the first valve to allow flow of the exhaust gas into the chamber for a predefined time period, when the speed of the engine is at least equal to a predefined speed value; receives input from the plurality of sensors regarding the at least one emission factor; vents, via the second valve, the exhaust gas from the chamber after the predefined time period; and transmits values of the at least one emission factor to at least one of a remote database and a user device.

[0006] In an exemplary embodiment, the chamber is ellipsoidal and circulates the exhaust gas therein. In some embodiments, the plurality of sensors includes a first sensor to sense an amount of carbon monoxide and a second sensor to sense an amount of hydrocarbons in the exhaust gas. In some embodiments, the first pipe is removably coupled to an exhaust pipe of the automobile. In some embodiments, the control unit also determines a molarity of each of the carbon monoxide and the hydrocarbons for n iterations; and transmits values of the determined molarity, with a corresponding time stamp, to at least one of the remote database and the user device.

[0007] In various embodiments, the portable emission measurement system also includes a battery to power each of the control unit, the plurality of sensors, the first valve and the second valve. In some embodiments, each of the first valve and the second valve is a solenoid valve. In a preferred embodiment, the portable emission measurement system also includes an engine speed measurement device that establishes a wireless communication with the control unit. In an exemplary embodiment, the predefined speed is in a range of about 2250 rpm to about 2750 rpm; and the predetermined time period is about 60 seconds. [0008] In some embodiments, the portable emission measurement system also includes a fan disposed downstream of the second valve. The control unit is operably coupled to the fan and actuates the fan to vent residual exhaust gas from the chamber. In an exemplary embodiment, each of the chamber, the first pipe, and the second pipe is made of at least one of polyamide powder, reinforced polyamide, titanium, aluminum, and cordierite. [0009] According to another aspect of the present disclosure, a method of determining emission components of an automobile is disclosed. The method includes wirelessly receiving, by a control unit, input regarding an engine speed of the automobile from an engine speed measurement device; actuating, by the control unit, a first valve of a portable emission measurement system when the engine speed is at least equal to a predefined speed value; directing, by the control unit, flow of the exhaust gas from the automobile into a chamber of the portable emission measurement system for a predefined time period; receiving, by the control unit, input from a plurality of sensors regarding at least one emission factor based on the exhaust gas in the chamber; venting, by the control unit, via a second valve of the portable emission measurement system, the exhaust gas from the chamber after the predefined time period; and transmitting, by the control unit, values of the at least one emission factor to at least one of a remote database and a user device.

[0010] In a preferred embodiment, the method also includes receiving, by the control unit, an input from a first sensor of the plurality of sensors regarding an amount of carbon monoxide in the exhaust gas; and receiving, by the control unit, an input from a second sensor of the plurality of sensors regarding amount of hydrocarbons in the exhaust gas. [0011] In some embodiments, the method further includes determining molarity of each of the carbon monoxide and the hydrocarbons for n iterations, based on the input from the first sensor and the second sensor, respectively. In some embodiments, the method further includes achieving a uniform density of the exhaust gas within the chamber for the predefined time period. In some embodiments, the method further includes venting via a fan of the portable emission measurement system, by the control unit, residual exhaust gas from the chamber.

[0012] Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.

BRIEF DESCRIPTION OF DRAWINGS

[0013] A better understanding of embodiments of the present disclosure (including alternatives and/or variations thereof) may be obtained with reference to the detailed description of the embodiments along with the following drawings, in which:

[0014] FIG. 1 is an exemplary perspective view of a portable emission measurement system, according to an embodiment of the present disclosure; [0015] FIG. 2 is an illustration of a non-limiting example of distributed components which may share processing with a control unit of the portable emission measurement system, according to an embodiment of the present disclosure;

[0016] FIG. 3 is an exemplary illustration of a first operating state of the portable emission measurement system, according to an embodiment of the present disclosure;

[0017] FIG. 4A is an exemplary illustration of a second operating state of the portable emission measurement system, according to an embodiment of the present disclosure; [0018] FIG. 4B is an exemplary illustration of the second operating state of the portable emission measurement system, according to another embodiment of the present disclosure; [0019] FIG. 5 is an exemplary illustration of a third operating state of the portable emission measurement system, according to an embodiment of the present disclosure; [0020] FIG. 6 is an exemplary illustration of a fourth operating state of the portable emission measurement system, according to an embodiment of the present disclosure; and [0021] FIG. 7 is a flowchart of a method of determining emission components of the automobile, according to an embodiment of the present disclosure.

DETAILED DESCRIPTION

[0022] Reference will now be made in detail to specific embodiments or features, examples of which are illustrated in the accompanying drawings. Wherever possible, corresponding, or similar reference numbers will be used throughout the drawings to refer to the same or corresponding parts. Moreover, references to various elements described herein, are made collectively or individually when there may be more than one element of the same type. However, such references are merely exemplary in nature. It may be noted that any reference to elements in the singular may also be construed to relate to the plural and vice-versa without limiting the scope of the disclosure to the exact number or type of such elements unless set forth explicitly in the appended claim.

[0023] Aspects of the present disclosure are directed to a portable emission measurement system that allows automobile emission testing to be performed outdoors, for example on streets, at a discretion of a user of the automobile or any person, such as policeman, authorized under vehicle emission regulatory. [0024] Referring to FIG. 1, an exemplary perspective view of a portable emission measurement system 100 (hereinafter referred to as “the system 100”) is illustrated. The system 100 includes a chamber 102 defining a first port 104 and a second port 106. In the illustrated embodiment, the chamber 102 is ellipsoidal in structure. However, in other embodiments, the chamber 102 may have a cube, cuboid, or polygon structure. The chamber 102 includes a plurality of sensors configured to sense at least one emission factor. Preferably, the system 100 includes a first sensor 108 disposed through the first port 104 and a second sensor 110 disposed through the second port 106, where the first sensor 108 and the second sensor 110 are configured to sense the at least one emission factor. The system 100 further includes a first pipe 112 configured to fluidly communicate with the chamber 102 and receive exhaust gas from an automobile 204 (see FIG. 2). In an embodiment, one end of the first pipe 112 may be detachably coupled to a first arm 114 of the chamber 102 and another end of the first pipe 112 may be configured to removably couple to an exhaust pipe (not shown) of the automobile 204. As such, in an operating condition of the automobile 204, the exhaust gas from the exhaust pipe flows into the chamber 102 through the first pipe 112. In some embodiments, the ends of the first pipe 112 may include markings or indications to guide a user to couple the first pipe 112 with the first arm 114 of the chamber 102 and with the exhaust pipe of the automobile 204. For example, one end of the first pipe 112 may include a symbol showing exhaust which indicates to the user that the end should be coupled to the exhaust pipe of the automobile 204.

[0025] The system 100 further includes a first valve 116 detachably coupled to the first pipe 112 at an upstream portion of the chamber 102. Specifically, the end of the first pipe 112 is attached to the first arm 114 of the chamber 102 via the first valve 116. For example, the end of the first pipe 112 designated to couple with the first valve 116 may include, for example, threads to aid coupling with the first valve 116. As such, in arrangement and as illustrated in FIG. 1, the first valve 116 is located between the chamber 102 and the first pipe 112. The first valve 116 is configured to selectively allow flow of the exhaust gas into the chamber 102. The system 100 further includes a second pipe 118 configured to fluidly communicate with the chamber 102 and allow flow of the exhaust gas from the chamber 102 to the environment. In an embodiment, one end of the second pipe 118 may be detachably coupled to a second arm 120 of the chamber 102 and another end of the second pipe 118 may be retained as free end to fluidly communicate with the environment. As such, the exhaust gas entering the chamber 102 is allowed to exit the chamber 102 through the second pipe 118.

[0026] Further, a second valve 122 is detachably coupled to the second pipe 118 at a downstream portion of the chamber 102. In some embodiments, one end of the second pipe 118 may include markings or indications to guide the user to couple the second pipe 118 with the second arm 120 of the chamber 102. For example, one end of the second pipe 118 may include a coupling symbol which indicates to the user that the end should be coupled with the second arm 120 of the chamber 102. Specifically, the end of the second pipe 118 is attached to the second arm 120 via the second valve 122. As such, in arrangement and as illustrated in FIG. 1 , the second valve 122 is located between the chamber 102 and the second pipe 118. The second valve 122 is configured to selectively vent the exhaust gas from the chamber 102.

[0027] To this end, when the system 100 is coupled to the exhaust pipe of the automobile 204, the exhaust gas enters the system 100 through the first pipe 112, flows through the chamber 102 and exists the system 100 through the second pipe 118. When the exhaust gas is allowed to flow through the system 100 for a predefined time period, for example 60 seconds, a uniform density of the exhaust gas within the system 100 may be achieved. Further, the ellipsoidal structure of the chamber 102 aids circulation of the exhaust gas therein. The first sensor 108 and the second sensor 110 are configured to sense amount of carbon monoxide and hydrocarbons, respectively, in the exhaust gas. In some embodiments, the chamber 102 may define additional ports to house additional sensors configured to sense amounts of nitrogen oxides (NOx) and particulate matter in the exhaust gas. In some embodiments, each of the chamber 102, the first pipe 112 and the second pipe 118 may be made of at least one of polyamide powder, reinforced polyamide, titanium, aluminum, and cordierite.

[0028] In some embodiments, the system 100 may further include a third pipe 124 branching from the first pipe 112 and a third valve 126 coupled to the third pipe 124. In some embodiments, the chamber 102 further includes a third arm 128, where a fourth pipe 130 is coupled to the third arm 128 via a fourth valve 132.

[0029] The system 100 further includes a control unit 136 communicably coupled to each of the plurality of sensors, the first valve 116, the second valve 122, the third valve 126, and the fourth valve 132. In an embodiment, the control unit 136 may be embedded in a wall of the chamber 102. In an embodiment, the control unit 136 may be a processor embodied as a single dedicated processor (for example a microprocessor), a single shared processor, or a plurality of individual processors among which few may be shared. Moreover, explicit use of the term “processor” should not be construed to refer exclusively to hardware capable of executing software, and may implicitly include, without limitation, digital signal processor (DSP) hardware, network processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), read only memory (ROM) for storing software, random access memory (RAM), non-volatile storage, or any other hardware known to a person skilled in the art.

[0030] In an embodiment, preferably, each of the first valve 116, the second valve 122, the third valve 126, and the fourth valve 132 may be implemented as a solenoid valve associated with individual relay modules. The control unit 136 is configured to selectively control actuation of each of the valves. As such, the first valve 116 and the second valve 122 are configured to selectively allow flow of the exhaust gas into the chamber 102 and selectively vent the exhaust gas from the chamber 102, respectively. In addition, the third valve 126 may be configured to selectively vent the exhaust gas flowing through the first pipe 112 and the fourth valve 132 maybe configured to selectively vent the exhaust gas from the chamber 102. In an embodiment, the system 100 may further include a battery 134 configured to power each of the control unit 136, the plurality of sensors, and the valves. As may be appreciated, the system 100 may include a power switch (not shown) to actuate the system 100 between an ON’ condition and an OFF’ condition. The system 100 may include a battery port (not shown) to house the battery 134. In some embodiments, the system 100 may include a non-removable rechargeable battery which may be charged with a charging port. In other embodiments, the system 100 may allow replacement of the battery 134.

[0031] FIG. 2 illustrates a non-limiting example of distributed components which may share processing with the control unit 136 of the system 100. In a preferred embodiment, the system 100 further includes an engine speed measurement device 202 configured to establish a wireless communication with the control unit 136. In a non-limiting example, the wireless communication may be established by using an NRF module, such as nRF24L01 wireless RF module, implemented in the engine speed measurement device 202. In some examples, the NRF module may interface with Arduino controller assisted by serial peripheral (SPI) controllers. In some embodiments, the engine speed measurement device 202 may be a wireless tachometer configured to be mounted to the automobile 204 to determine a speed of the engine. In other embodiments, the wireless communication between the engine speed measurement device 202 and the control unit 136 may be established through one of, but is not limited to, WiFi (based on the IEEE 802.11 standards), Bluetooth®, or Near-field communication (NFC). Although FIG. 2 illustrates the engine speed measurement device 202 shown within the automobile 204, it should be understood that the engine speed measurement device 202 may be detachably mounted on the automobile 204 for the purpose of sending speed of the engine.

[0032] The control unit 136 is configured to communicate with a cloud 206 and a mobile network service 208 via a network 210. In an embodiment, the system 100 may also include a SIM port 212 to aid communication between the system 100, the cloud 206 and the mobile network service 208. As can be appreciated, the network 210 can be a public network, such as the Internet, or a private network, such as an LAN or WAN network, or any combination thereof, or may include PSTN or ISDN sub-networks. The network 210 can also be wired, such as an Ethernet network, or can be wireless, such as a cellular network. The could 206 includes a cloud controller 214 that controls devices in a data center 216 and data storage 218. The mobile network service 208 includes a central processor 220 that controls devices in a server 222 and a database 224. The mobile network service 208 established wireless communication between the control unit 136 of the system 100 and multiple mobile device terminals 226-1, 226-2, 226-3, for example, but not limited to a smartphone, a personal digital assistant, a desktop computer device, a tablet computer, and a laptop computer, via a satellite 228, an access point 230, and a base station 232, as shown in FIG. 2.

[0033] The SIM port 212 housing a SIM card (not shown) is capable of establishing personal area network (PAN), or Near-me Area Network (NAN), or other known wireless communication networks. In some embodiments, the network 210 may be established by the SIM card. The SIM port 212 may be configured to accommodate a standard SIM card, micro SIM card, or a nano SIM card. In some embodiments, the SIM port 212 may be configured as a dual SIM port to receive two SIM cards of either same kind or different kinds. In some embodiments, the SIM port 212 may be configured as a code division multiple access (CDMA) unit. The SIM card may be associated with any of known digital cellular technologies, such as Global System for Mobile Communications (GSM) including Circuit Switched Data (CSD), General Packet Radio Service (GPRS), Enhanced Data Rates for GSM Evolution (EDGE), evolved EDGE; digital Advanced Mobile Phone Systems (AMPS) including Cellular Digital Packet Data (CDPD); cdmaONE including Circuit Switched Data (CSD); 3G network including W-CDMA, TD-CDMA, TD-SCDMA, High Speed Packet Access (HSPA), High Speed Downlink Packet Access (HSDPA), High Speed Uplink Packet Access (HSUPA), Evolved High Speed Packet Access (HSPA+); 4G networks including Long Term Evolution (LTE) Advanced, Long Term Evolution (LTE) Advanced Pro; or 5G network including 5G NR (New Radio). In some embodiments, a smartphone including a tachometer application may be used to determine the speed of the engine, where the smartphone can wirelessly communicate with the control unit 136.

[0034] FIG. 3 is an exemplary illustration of a first operating state 300 of the system 100, according to an embodiment of the present disclosure. The automobile 204 may be one of a two-wheeler vehicle, a three-wheeler vehicle, or a four-wheeler vehicle. When the automobile 204 is actuated to produce emission, the system 100 is actuated to the ON’ condition using the power switch, and the engine speed measurement device 202 is either positioned proximal to the engine or mounted on the engine to measure the speed of the engine. The system 100 may then be removably coupled with the exhaust pipe of the automobile 204, such that the first pipe 112 is in fluid communication with the exhaust pipe to receive the exhaust gas. In the first operating state 300, the control unit 136 is configured to actuate the first valve 116, the second valve 122, and the fourth valve 132 to closed condition and the third valve 126 to an open condition. In some embodiments, the first operating state 300 may be set as a default state of the system 100. As such, upon actuating the system 100 to the ON’ condition using the power switch, the system 100 may be set to the first operating state 300. In other embodiments, upon actuating the system 100 to the ON’ condition, a button (not shown) provided in the system 100 may be accessed to cause the control unit 136 to set the first valve 116, the second valve 122, and the fourth valve 132 to the closed condition. Therefore, when the first pipe 112 is coupled to the exhaust pipe of the automobile 204, the exhaust gas enters the system 100 through the first pipe 112 and is vented through the third pipe 124 (as indicated through the arrow marks).

[0035] FIG. 4A is an exemplary illustration of a second operating state 400 of the system 100, according to an embodiment of the present disclosure. The control unit 136 is configured to receive input regarding speed of the engine from the engine speed measurement device 202 through the wireless communication as described previously. Further, the control unit 136 is configured to actuate the first valve 116 to allow flow of the exhaust gas into the chamber 102 for the predefined time period, when the speed of the engine is at least equal to a predefined speed value. In an embodiment, the predetermined time period may be about 60 seconds. In one embodiment, the predefined speed value may be in a range of about 2250 rpm to about 2750 rpm. In another embodiment, the predefined speed value may be 2500 rpm.

[0036] In some embodiments, an idle speed of the engine can also be set as the predefined speed value. For example, for two-wheeler automobile, the predefined speed value, corresponding to an idling engine speed, may be in a range of about 1200 rpm to about 1500 rpm, or preferably 1350 rpm. Similarly, the idling engine speed for three-wheeler automobiles and four-wheeler automobiles may be set as corresponding predefined speed value. In some embodiments, the predefined speed value for various types of automobiles may be stored in a memory (not shown) of the control unit 136. In some embodiments, the system 100 may include a display (not shown) that provides the various types of automobiles as options. Prior to coupling the system 100 with the exhaust pipe of the automobile 204, the user may be allowed to select the type of automobile and the control unit 136 may be configured to fetch the predefined speed value based on the selection. In non-limiting examples, the display may be one of a touch-screen display with a haptic feedback or a display that indicates the selection based on accessing one or more buttons associated with the display. In some examples, the display may be implemented as liquid crystal display (LCD), In-plane switching liquid crystal display (IPS-LCD), Organic Light-Emitting Diode (OLED), or Active-Matrix Organic Light-Emitting Diode (AMOLED), or any other type of display known in the art.

[0037] Based on the input received from the engine speed measurement device 202, the control unit 136 is configured to determine a value of the speed and compare the determined value with the predefined speed value corresponding to the type of the automobile 204. For example, when the determined value of the speed is 2500 rpm and the predefined speed value is 2500 rpm, the control unit 136 actuates the first valve 116 to an open condition. In another example, when the determined value of the speed is 2600 rpm and the predefined speed value is 2500 rpm, the control unit 136 actuates the first valve 116 to the open condition. In yet another example, when the determined value of the speed is 2400 rpm and the predefined speed value is 2500 rpm, the control unit 136 retains the first valve 116 in a closed condition. As such, the control unit 136 may not allow the exhaust gas to flow into the chamber 102 unless the determined value of the speed of the engine is at least equal to the predefined speed value. [0038] In some embodiments, when the determined value of the speed gradually decreases and approaches the predefined speed value, the control unit 136 may be configured to provide an audio indication to the user to accelerate the engine to maintain the value of speed greater than the predefined speed value. In another embodiment, once the first valve 116 is actuated to the open condition and the exhaust is allowed to flow into the chamber 102, the first valve 116 may be retained in the open condition irrespective of the gradual reduction in the speed of the engine. In some embodiments, the control unit 136 may be configured to provide a countdown timer of the predefined time period, such as 60 seconds, on the display. Such countdown timer may indicate to the user a time period for which the system 100 needs to be held intact with the exhaust pipe of the automobile 204 to collect the exhaust gas. Further, the control unit 136 may be configured to simultaneously actuate: (a) the fourth valve 132 to an open condition while the second valve 122 is retained in the closed condition, and (b) the third valve 126 to a closed condition, to allow flow of exhaust gas (indicated through arrows) through the system 100 until a uniform flow of the exhaust gas is achieved. As illustrated, the exhaust gas is allowed to exit the system 100 through the fourth pipe 130. As used herein with respect to the valves, the terms “open condition” and “closed condition” refers to a state of the valve to allow flow of the exhaust gas and restrict flow of the exhaust gas therethrough, respectively.

[0039] FIG. 4B is another exemplary illustration of the second operating state 400 of the system 100. In another embodiment, based on the determined value of the speed of the engine being at least equal to the predefined speed value, the control unit 136 may be configured to actuate the first valve 116, the second valve 122, and the fourth valve 132 to the open condition, until the uniform flow of the exhaust gas is achieved. As illustrated, the exhaust gas is allowed to exit the system 100 through the second pipe 118 and the fourth pipe 130.

[0040] FIG. 5 is an exemplary illustration of a third operating state 500 of the system 100, according to an embodiment of the present disclosure. The control unit 136 is configured to actuate the second valve 122 and the fourth valve 132 to the closed condition to allow collection of the exhaust gas within the chamber 102, followed by actuation of the first valve 116 to the closed condition. With the first valve 116, the second valve 122 and the fourth valve 132 being actuated to the closed condition, the exhaust gas is captured within the chamber 102. Owing to a momentum associated with the exhaust gas and the ellipsoidal structure of the chamber 102, the exhaust gas circulates within the chamber 102 (as indicated through arrows in FIG. 5). In an embodiment, the first valve 116, the second valve 122 and the fourth valve 132 are retained in the closed condition for a predefined duration during which the first sensor 108 and the second sensor 110 are configured to sense an amount of carbon monoxide and hydrocarbons, respectively, in the exhaust gas captured in the chamber 102. In order to avoid development of pressure build up within the system 100, the control unit 136 is configured to subsequently actuate the third valve 126 to the open condition, thereby venting the exhaust gas to the environment. In one example, the predefined duration may be 60 seconds. In another example, predefined duration may be in a range of about 30 seconds to about 60 seconds.

[0041] Since the control unit 136 is communicably coupled to the first sensor 108 and the second sensor 110, the control unit 136 is configured to receive input from each of the first sensor 108 and the second sensor 110 regarding at least one emission factor, for example, but not limited to, amount of carbon monoxide, hydrocarbons, NOx, and particulate matter. In an embodiment, the control unit 136 is configured to determine a molarity of each of the carbon monoxide and the hydrocarbons for n iterations. For example, the first sensor 108 and the second sensor 110 may be configured to sense the amount of carbon monoxide and hydrocarbons, respectively, for n iterations, such as 10 times. As such, the control unit 136 may receive 10 inputs from the first sensor 108 and the second sensor 110 during the predefined duration, such as 60 seconds, where each input includes values of amount of carbon monoxide and hydrocarbons in the exhaust gas. Accordingly, the control unit 136 may be configured to determine molarity (in ppm) of each of the carbon monoxide and the hydrocarbons for each input received from the first sensor 108 and the second sensor 110. Further, the control unit 136 may be configured to calculate the molarity (in ppm) of each of the carbon monoxide and the hydrocarbons based on the 10 inputs from the first sensor 108 and the second sensor 110. For example, the control unit 136 may be configured to calculate an average of the molarity based on the 10 inputs.

[0042] FIG. 6 is an exemplary illustration of a fourth operating state 600 of the system 100, according to an embodiment of the present disclosure. Once the molarity values are determined, the control unit 136 is further configured to vent, via the second valve 122, the exhaust gas from the chamber 102 after the predefined time period. Additionally, in some embodiments, the fourth valve 132 may be actuated to the open condition to vent the exhaust gas from the chamber 102. In some embodiments, the system 100 may further include a fan 602 (also shown in FIG. 3, 4, and 5) disposed downstream of the second valve 122. The control unit 136 may be operably coupled to the fan 602 and configured to actuate the fan 602 to vent residual exhaust gas from the chamber 102. As such, with the aid of the fan 602, residual particulate matter which may have settled in the chamber 102 may be vented along with the residual exhaust gas, thus rendering the system 100 ready for subsequent emission sample collection.

[0043] The control unit 136 is further configured to transmit values of the at least one emission factor to at least one of a remote database, such as the data storage 218, and a user device, such as the mobile device terminals 226. Particularly, in an embodiment, the control unit 136 is configured to transmit values of the determined molarity (in ppm), with a corresponding time stamp, to at least one of the remote database and the user device. In some embodiments, the control unit 136 may be associated with a node MCU board to enable transmission of data to at least one of the remote database and the user device. In cases where GPS is enabled through the SIM card, location details may also be tagged with details of the automobile 204 and determined molarity values.

[0044] FIG. 7 a flowchart of a method 700 of determining emission components of the automobile 204, according to an embodiment of the present disclosure. In an embodiment, the method 700 described herein may be implemented at least in part as instructions embodied in a non-transitory computer-readable medium and executable by one or more computing devices, such as the control unit 136. In general, a processor (for example, a microprocessor) receives instructions, from a non-transitory computer-readable medium, (for example, a memory), and executes those instructions, thereby performing one or more method(s), including the methods 700 described herein. Such instructions may be stored and/or transmitted using any of known computer-readable medium.

[0045] The term “computer-readable medium” as used herein includes not only a single physical medium or single type of medium, but also a combination of one or more physical media and/or types of media. Examples of a computer-readable medium include, but are not limited to, one or more memory chips, hard drives, optical discs (such as CDs or DVDs), magnetic discs, magnetic tape drives, and the like known to the person skilled in the art. The computer-readable medium may be considered a part of a larger device, or it may be a detachable component of the larger device. For example, a commonly used removable computer-readable medium is a universal serial bus (USB) memory stick that interfaces with a USB port of a computer device. [0046] Moreover, a person skilled in the art will appreciate that the method 700 may be practiced using any one or combination of hardware and software configurations, including but not limited to, a system having single and/or multiple computer processors, hand-held devices, programmable consumer electronics, mini-computers, and mainframe computers. The method 700 of the present disclosure may also be practiced in distributed computing environments, such as that described with respect to FIG. 2, where tasks are performed by servers or other processing devices that are linked through one or more data communications network.

[0047] The method 700 is described in conjunction with FIG. 1 through FIG. 6. At step 702, the method 700 includes wirelessly receiving, by the control unit 136, input regarding the engine speed of the automobile 204 from the engine speed measurement device 202. In an embodiment, the engine speed measurement device 202 may establish the NRF wireless communication with the system 100.

[0048] At step 704, the method 700 includes actuating, by the control unit 136, the first valve 116 of the system 100 when the engine speed is at least equal to the predefined speed value. In an embodiment, the predefined speed value may be in a range of about 2250 rpm to about 2750 rpm. In another embodiment, the predefined speed value may be 2500 rpm. [0049] At step 706, the method 700 includes directing, by the control unit 136, flow of the exhaust gas from the automobile 204 into the chamber 102 for the predefined time period. In some embodiments, the method 700 also includes achieving a uniform density of the exhaust gas within the chamber for the predefined time period. In an example, the predefined time period may be 60 seconds.

[0050] At step 708, the method 700 includes receiving, by the control unit 136, input from the plurality of sensors regarding at least one emission factor based on the exhaust gas in the chamber 102. In some embodiments, the method 700 includes receiving, by the control unit 136, an input from the first sensor 108 regarding an amount of carbon monoxide in the exhaust gas and an input from the second sensor 110 regarding amount of hydrocarbons in the exhaust gas. In some embodiments, the method 700 further includes determining molarity of each of the carbon monoxide and the hydrocarbons for n iterations, based on the input from the first sensor 108 and the second sensor 110, respectively.

[0051] At step 710, the method 700 includes venting, by the control unit 136, via the second valve 122, the exhaust gas from the chamber 102 after the predefined time period. In some embodiments, the method 700 also includes venting via the fan 602, by the control unit 136, residual exhaust gas from the chamber 102.

[0052] At step 712, the method 700 includes transmitting, by the control unit 136, values of the at least one emission factor to at least one of the remote database and the user device. [0053] Aspects of the present disclosure also relate a kit (not shown) for measuring emission components of the automobile 204. In an embodiment, the kit may include individual components of the system 100, such as the chamber 102, the first pipe 112, the second pipe 118, the first valve 116, the second valve 122, the third pipe 124, the third valve 126, the fourth pipe 130, the fourth valve 132, and the battery 134. The kit may also include a manual to guide the user to assemble the individual components to constitute the system 100. In an embodiment, the control unit 136 may be embedded in a wall of the chamber 102. In an embodiment, the kit may include multiple batteries. In cases where one or more valves of the system 100 are found non-functional, the respective valves may be replaced to render the system 100 functional.

[0054] For purposes of the present disclosure, the term “coupled” (in all of its forms, couple, coupling, coupled, etc.,) generally means a joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary in nature or movable in nature. Further, such joining may be achieved with the two components (electrical or mechanical) and any additional intermediate members being integrally formed as a single unitary body with one another or with the two components. Also, such joining may be permanent in nature or may be removable or releasable in nature unless otherwise stated.

[0055] Furthermore, the terms “approximately,” “approximate,” “about,” and similar terms generally refer to ranges that include the identified value within a margin of 20%, 10%, or preferably 5%, and any values therebetween.

Industrial applicability

[0056] The present disclosure provides a low-cost, light weight, compact portable system 100 for: (a) measuring emission factors of the automobile 204 when desired by an owner of the automobile 204 or any person, such as a policeman, and (b) verifying whether the emission factors are within predefined ranges mandated by the legislature. Due to its light weight and compact features, the system 100 requires minimum space for storage and may be easily carried by the user. As described earlier, the control unit 136 is configured to determine the molarity (in ppm) of each of the emission factors, such as the carbon monoxide and the hydrocarbons, and transmit, via a cloud-based database, the determined values to at least one of the remote database and the user device, such as a smartphone of the owner and a smartphone of the policeman. The cloud-based database may include the predefined ranges of the emission factors mandated by the legislature.

[0057] In some embodiments, a comparison of the values determined by the system 100 and the values stored in the cloud-based database may be transmitted to the user device. Therefore, the system 100 enables a real-time measurement of the emission factors of the automobile 204 In some embodiments, the system 100 may be capable of storing emission test values in the cloud-based database with owner’s identity and automobile’s history and may enable display of the corresponding information on the user device. In some embodiments, the user device may include an application to display the information in required format. To this end, the system 100 of the present disclosure may be used by emission testing stations, small repair garages, and on roads where spot checks may need to be performed as a part of policing.

[0058] Since the system 100 is a stand-alone unit capable of communicating with the cloud-based database, verifying the emission factors are made easier for vehicle emission regulatory authorities. The information regarding latest emission tests may be shared with multiple individuals on real-time basis. In some embodiments, the application (for example, android application) in the user device may allow the user or the policemen to upload other details of the automobile, such as vehicle number, chassis number, owner’s name, picture of the vehicle, contact details of the owner, along with the emission test results to the cloud- based database. As such, the system 100 may prevent fraud practices with respect to fitness for use of the automobile 204 and an adherence with emission standards.

[0059] While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed methods without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.

Claims

CLAIMS What is claimed is:

1. A portable emission measurement system comprising: a chamber comprising a plurality of sensors configured to sense at least one emission factor; a first pipe configured to fluidly communicate with the chamber and receive exhaust gas from an automobile; a second pipe configured to fluidly communicate with the chamber and allow flow of the exhaust gas from the chamber; a first valve detachably coupled to the first pipe at an upstream portion of the chamber, the first valve configured to selectively allow flow of the exhaust gas into the chamber; a second valve detachably coupled to the second pipe at a downstream portion of the chamber, the second valve configured to selectively vent the exhaust gas from the chamber; and a control unit communicably coupled to each of the plurality of sensors, the first valve and the second valve, the control unit configured to: receive input regarding speed of an engine of the automobile; actuate the first valve to allow flow of the exhaust gas into the chamber for a predefined time period, when the speed of the engine is at least equal to a predefined speed value; receive input from the plurality of sensors regarding the at least one emission factor; vent, via the second valve, the exhaust gas from the chamber after the predefined time period; and transmit values of the at least one emission factor to at least one of a remote database and a user device.

2. The portable emission measurement system of claim 1, wherein the chamber is ellipsoidal and configured to circulate the exhaust gas therein.

3. The portable emission measurement system of claim 1, wherein the plurality of sensors comprises a first sensor configured to sense an amount of carbon monoxide and a second sensor configured to sense an amount of hydrocarbons in the exhaust gas.

4. The portable emission measurement system of claim 3, wherein the control unit is configured to: determine a molarity of each of the carbon monoxide and the hydrocarbons for n iterations; and transmit values of the determined molarity, with a corresponding time stamp, to at least one of the remote database and the user device.

5. The portable emission measurement system of claim 1 , wherein the first pipe is configured to removably couple to an exhaust pipe of the automobile.

6. The portable emission measurement system of claim 1 further comprising a battery configured to power each of the control unit, the plurality of sensors, the first valve and the second valve.

7. The portable emission measurement system of claim 1 further comprising an engine speed measurement device configured to establish a wireless communication with the control unit.

8. The portable emission measurement system of claim 1, wherein the predefined speed is in a range of about 2250 rpm to about 2750 rpm.

9. The portable emission measurement system of claim 1, wherein the predetermined time period is about 60 seconds.

10. The portable emission measurement system of claim 1 further comprising a fan disposed downstream of the second valve, wherein the control unit is operably coupled to the fan and configured to actuate the fan to vent residual exhaust gas from the chamber.

11. The portable emission measurement system of claim 1, wherein each of the first valve and the second valve is a solenoid valve.

12. The portable emission measurement system of claim 1, wherein each of the chamber, the first pipe, and the second pipe is made of at least one of polyamide powder, reinforced polyamide, titanium, aluminum, and cordierite.

13. A method of determining emission components of an automobile, the method comprising: wirelessly receiving, by a control unit, input regarding an engine speed of the automobile from an engine speed measurement device; actuating, by the control unit, a first valve of a portable emission measurement system when the engine speed is at least equal to a predefined speed value; directing, by the control unit, flow of exhaust gas from the automobile into a chamber of the portable emission measurement system for a predefined time period; receiving, by the control unit, input from a plurality of sensors regarding at least one emission factor based on the exhaust gas in the chamber; venting, by the control unit, via a second valve of the portable emission measurement system, the exhaust gas from the chamber after the predefined time period; and transmitting, by the control unit, values of the at least one emission factor to at least one of a remote database and a user device.

14. The method of claim 13 further comprising: receiving, by the control unit, an input from a first sensor of the plurality of sensors regarding an amount of carbon monoxide in the exhaust gas; and receiving, by the control unit, an input from a second sensor of the plurality of sensors regarding amount of hydrocarbons in the exhaust gas.

15. The method of claim 14 further comprising determining molarity of each of the carbon monoxide and the hydrocarbons for n iterations, based on the input from the first sensor and the second sensor, respectively.

16. The method of claim 13 further comprising, achieving a uniform density of the exhaust gas within the chamber for the predefined time period.

17. The method of claim 13 further comprising, venting via a fan of the portable emission measurement system, by the control unit, residual exhaust gas from the chamber.