Description:SYSTEM FOR TREATMENT OF VEHICLE EXHAUST GASES

TECHNICAL FIELD
[001] This disclosure relates generally to automobile emissions, and more particularly to a system for the treatment of vehicle exhaust gases.

BACKGROUND
[002] Conventional combustion vehicles emit a variety of harmful chemicals in the exhaust gases, the most prominent of which are Nitrogen oxides (NOx). As a result of the harmful exhaust gases emission, government regulation to monitor and control emissions are becoming more stringent. Thus, for a vehicle to legally operate in accordance with the new emission norms, NOx emissions need to be considerably reduced when compared to the previous permissible levels. There are some conventional exhaust gas treatment devices that enable achieving the new emission norms. Examples of these devices include a Lean Nitrogen oxides (NOx) Trap (LNT) device and a selective catalytic reduction (SCR) device.
[003] However, the use of these conventional devices has various challenges. SCR devices, for example, are very costly, and installing these, especially in small vehicles, may not be feasible as the cost of the vehicle may significantly increase. Moreover, in order to function properly, the SCR devices need a continuous supply of urea, and the user may thus be required to repeatedly refill it. On the other hand, though LNT devices are not costly, they may function efficiently only when the temperature of the exhaust gases is within the range of 200-400 degree Celsius. Additionally, the temperature of exhaust gases emitted by diesel engines (used mostly in small vehicles) may go up to 600 degrees Celsius, thereby rendering the LNT devices ineffective.
[004] Therefore, in order to provide solutions to the aforementioned drawback, there exists a need to provide a system that may be capable of treating vehicle exhaust gases efficiently and economically.

SUMMARY
[005] In one embodiment, a system for the treatment of engine exhaust gases is disclosed. The system may include a turbocharger, and a Lean Nitrogen oxides (NOx) Trap (LNT) device. The turbocharger may be configured to couple with an exhaust valve of an engine and the turbocharger may include a first inlet, a body, and a first outlet. The first inlet may be configured to receive the exhaust gases from the engine. The body may be configured to reduce the temperature of the exhaust gases of the engine below a predefined temperature. The first outlet may be configured to expel the exhaust gases after temperature reduction. The body may connect the first inlet and the first outlet. Further, the LNT device may be configured to couple with the first outlet and the LNT device may include a second inlet, and an adsorption device. The second inlet may be configured to receive the exhaust gases below the predefined temperature from the first outlet. The adsorption device may be coupled to the second inlet and the adsorption device may be configured to adsorb NOx in the exhaust gases, and reduce the NOx into Nitrogen.
[006] In another embodiment, an engine assembly for treating exhaust gases is disclosed. The engine assembly may include an engine, a turbocharger, and a LNT device. The engine may be configured to produce exhaust gases. Further, the turbocharger may be connected to an exhaust valve of the engine and the turbocharger may include a first inlet, a body, and a first outlet. The first inlet may be configured to receive the exhaust gases from the engine. The body may be configured to reduce the temperature of the exhaust gases of the engine below a predefined temperature. The first outlet may be configured to expel the exhaust gases after temperature reduction. The body may connect the first inlet and the first outlet. Further, the LNT device may be connected to the first outlet and the LNT device may include a second inlet, and an adsorption device. The second inlet may be configured to receive the exhaust gases below the predefined temperature from the first outlet. The adsorption device may be coupled to the second inlet and the adsorption device may be configured to adsorb NOx in the exhaust gases, and reduce the NOx into Nitrogen.
[007] In yet another embodiment, a vehicle is disclosed. The vehicle may include an engine, a turbocharger, and an LNT device. The engine may be coupled to a vehicle chassis and the engine may be configured to produce exhaust gases. Further, the turbocharger may be connected to an exhaust valve of the engine and the turbocharger may include a first inlet, a body, and a first outlet. The first inlet may be configured to receive the exhaust gases from the engine. The body may be configured to reduce the temperature of the exhaust gases of the engine below a predefined temperature. The first outlet may be configured to expel the exhaust gases after temperature reduction. The body may connect the first inlet and the first outlet. Further, the LNT device may be connected to the first outlet and the LNT device may include a second inlet, and an adsorption device. The second inlet may be configured to receive the exhaust gases below the predefined temperature from the first outlet. The adsorption device may be coupled to the second inlet and the adsorption device may be configured to adsorb NOx in the exhaust gases, and reduce the NOx into Nitrogen.
[008] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS
[009] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[010] FIG. 1 illustrates a block diagram of a system for the treatment of vehicle exhaust gases, in accordance with some embodiments.
[011] FIG. 2 illustrates a perspective view of an engine with an exhaust gas after-treatment system, in accordance with some embodiments.
[012] FIG. 3 illustrates a perspective view of a free float turbocharger of the exhaust gas after-treatment system, in accordance with some embodiments.
[013] FIG. 4 illustrates working of the free float turbocharger of the exhaust gas after-treatment system, in accordance with some embodiments.

DETAILED DESCRIPTION
[014] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[015] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[016] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, the same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGS. 1-4. It is to be noted that the system may be employed in any small diesel vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicle, and any other diesel vehicle with an exhaust system.
[017] Presently, in conventional internal combustion engine vehicles, an exhaust system is employed in the vehicle to expel the gases produced during the combustion of the fuel in the engine of the vehicle. However, the exhaust gases produced by the engine of the vehicle may include various harmful chemical gases such as, Nitrogen Oxides (NOx), and unburnt or partially burnt fuel particles. Owing to concerns about rising pollution, government norms regarding exhaust emission across various countries are regularly becoming stringent. By way of an example, Indian government issued new emission norms, i.e., BS6, and according to these emission norms, the NOx emission has to be reduced by 67% from previous permissible levels.
[018] In order to comply with these emission norms, vehicle manufacturers have been trying to introduce new exhaust gas after-treatment systems. SCR is one such system, however, it is costly and implementing it in a vehicle may significantly increase the vehicle’s cost. Thus, SCR systems are not feasible for small vehicles, where percentage increase in the overall cost of the vehicle may be high. Therefore, it is desirable to provide a Lean NOx Trap (LNT) device, especially in small vehicles, in order to keep the overall cost of the vehicle low, while complying with the new emission norms at the same time. However, as discussed before, LNT devices may operate efficiently only when the temperature of the exhaust gases is within the range of 200-400 degree Celsius. Thus, a system that reduces temperature of the vehicle exhaust gases and thereafter treated these exhaust gases through an LNT device is provided in some embodiments. The system includes a turbocharger that works in conjunction with the LNT device. The system is explained in detail in conjunction with FIG. 1 to FIG. 4.
[019] Referring now to FIG. 1, a block diagram of a system 100 for treatment of vehicle 110 exhaust gases is illustrated, in accordance with some embodiments. As is illustrated, the system 100 may include a turbocharger 102 and a Lean NOx Trap (LNT) device 104. The turbocharger 102 may be connected or coupled to the LNT device 104. In some embodiments, the system 100 may be included within an engine assembly 106. The engine assembly 106 may additionally include an engine 108, and the turbocharger 102 may be connected to the engine 108. A vehicle 110 may include the entire engine assembly 106. In some embodiments, the system 100 may be implemented in small diesel vehicles. It will be apparent that use of the system 100 may not be limited to diesel vehicles, to small diesel vehicles, or to a combination thereof.
[020] The engine 108 of the vehicle 110 may be an internal combustion engine which may produce exhaust gases. The exhaust gases produced by the engine 108 may include, but are not limited to a variety of harmful gases such as Nitrogen Oxides, sulfur oxides, carbon oxides, unburnt or partially burnt fuel residue, and soot. Further, the engine 108 may include an exhaust 118 which may expel the exhaust gases out of the engine 108. The exhaust 118 may include a pipe like structure extending from the engine 108 out of the vehicle 110. The pipe like structure may simply carry the exhaust gases and expel them in the air away from the engine 108. The pipe like structure may be connected with the engine 108 through an exhaust valve (not shown) of the engine 108.
[021] In an embodiment, the turbocharger 102 of the vehicle 110 may be coupled to the exhaust valve of the engine 108. The turbocharger 102 may include a first inlet (not shown) which may be connected to the exhaust valve of the engine 108. The first inlet of the turbocharger 102 may thus be fed with the exhaust gases from the engine 108. The turbocharger 102 may reduce the temperature of the exhaust gases of the engine 108 and may then expel the exhaust gases (with reduced temperature) through an outlet. To this end, the turbocharger 102 may include a turbine 112 and a compressor 114. The turbine 112 and the compressor 114 may be connected via a shaft (not shown) in such a way that the motion of a turbine wheel (not shown) in the turbine 112 may power or rotate the compressor 114 of the turbocharger 102 as further explained in FIG. 3 and FIG. 4. In other words, in order to initiate or start rotating, load of the compressor 114 may offer some resistance to rotation of the turbine wheel. The exhaust gases entering the turbocharger 102, via the first inlet, have high kinetic and heat energy. After entering the turbine 112, the high kinetic energy of the exhaust gases starts rotating the turbine wheel. Since the turbine 112 is connected to the compressor 114 via the shaft, the resistance offered by the compressor 114 ensures that a high amount of energy from the exhaust gases is spent in rotating the turbine wheel. As a result of consumption of energy from the exhaust gases to rotate the turbine wheel, the temperature of the exhaust gases reduces.
[022] The LNT device 104 of the vehicle 110 may be coupled to a first outlet (not shown) of turbocharger 102. The LNT device 104 may include a second inlet (not shown) which may be connected to the first outlet of the turbocharger 102. The second inlet of the LNT device 104 may be fed with the cooled down exhaust gases received from the turbocharger 102. The LNT device 104 may include an adsorption device 116 which may adsorb the NOx from the cooled down exhaust gases. The adsorption device 116 may be a reduction film that may further reduce the NOx into the Nitrogen (N). The adsorption device 116 may include an oxide of a highly reactive metal. The oxide, for example, may include, but is not limited to, oxide of barium, oxide of potassium, oxide of calcium, or oxide of cerium. By way of an example, the adsorption device 116 in the presence of reducing agent such as CO, H2, and HC may reduce NOx to N. It may be noted that the adsorption device 116 is regenerative and need not require refilling oxides of the highly reactive metal as the highly reactive metal may restore to oxide of the highly reactive metal by reacting with the carbon dioxide present in the exhaust gases.
[023] Referring now to FIG. 2 a perspective view 200 of an engine 202 coupled with the system 100 is illustrated, in accordance with some embodiments. The engine 202 may be a diesel engine 202. The engine 202 is connected to the free float turbocharger 102, which is further connected to the LNT device 104 and a diesel particulate filter (DPF) 206.
[024] In an embodiment,. the engine 202 may produce exhaust gases on combustion of fuel (for example, diesel). These exhaust gases may include NOx and partially burnt diesel particles which need to be trapped as NOx is a harmful pollutant. The LNT device 104 may be used to trap the NOx from the exhaust gases and the DPF 206 may be used to trap the unburnt diesel particles. The DPF 206 may be connected to the LNT device 104 in a way that the exhaust gases are treated for the unburnt diesel particles after the treatment for NOx in the LNT device 104.
[025] However, as discussed before, the LNT device 104 may not be able to treat the exhaust gases right after the combustion of the fuel in engine 202, unless the temperature of the exhaust gases is below 400 degrees Celsius. Moreover, exhaust gases produced by the engine 202 may have a temperature of up to 600 degrees Celsius. Thus, the free float turbocharger 102 may be connected between the engine 202 and the LNT device 104.
[026] The free float turbocharger 102 may reduce the temperature of the exhaust gases of the engine 202. As discussed in FIG. 1, the free float turbocharger 102 may include the turbine 112 and the compressor 114. Further, the turbine 112 may include a turbine wheel (not shown) which may be put into rotation by the hot exhaust gases flowing through the turbine 112. As a result, the exhaust gases may consume the inherent kinetic energy and heat energy in rotating the turbine wheel.
[027] The DPF 206 may be coupled to a second outlet of the LNT device 104. The DPF 206 may be configured to remove the unburnt diesel fuel particles or soot from the exhaust gases. The DPF 206 may include a filter that may capture the soot from the exhaust gases.
[028] Referring now to FIG. 3, a perspective view 300 of a free float turbocharger 302 of the system 100 is illustrated, in accordance with some embodiments. In an embodiment, the free float turbocharger 302 may be analogous to the free float turbocharge 102. The free float turbocharger 302 may include inlets 304, an outlet 306, a turbine 308, an air inlet 310, a compressed air outlet 312, a compressor 314, and a shaft (not shown). In an embodiment, the free float turbocharger 302 may be a forced induction device that may be powered by the flow of exhaust gases produced by the diesel engine 202 of the system 200. The free float turbocharger 302 may compress the intake air 402, forcing more air into the diesel engine 202 in order to produce more power for a given displacement and simultaneously consume the power from the exhaust gases of the engine 202.
[029] The turbine 308 and the compressor 314 of the free float turbocharger 302 may be connected to each other via the shaft. The shaft may connect the turbine 308 and the compressor 314 via a bearing coupled to both ends of the shaft which may enable the rotational motion of the turbine 308 and the compressor 314.
[030] Further, the turbine 308 may include a turbine wheel housing 316 and a turbine wheel (not shown). The turbine wheel housing 316 is connected with the inlets 304 and the outlet 306. The inlets 304 may be fed with the hot exhaust gases produced by the engine 202. Further, the exhaust gases may be fed into the turbine wheel housing 316 via the inlets 304 of the free float turbocharger 302. The hot exhaust gases may rotate the turbine wheel (not shown) housed in the turbine wheel housing 316 and then may be expelled by the free float turbocharger 302 via the outlet 306. In some embodiments, the turbine wheel may include vanes to trap the hot exhaust gases which may enable the rotation of the turbine wheel.
[031] In an embodiment, the compressor 314 may include a volute housing 320, an impeller (not shown), and a diffuser (not shown). The impeller may suck the air from the atmosphere causing an increase in the velocity of the air sucked in through the air inlet 310. The impeller may then feed the high velocity air into the diffuser of the compressor 314. The diffuser may reduce the velocity of the air sucked in by the impeller causing an increase in the pressure of the air. The compressed air may be fed to the engine 202 through the compressed air outlet 312.
[032] Referring now to FIG. 4, the working of the free float turbocharger 102 is illustrated, in accordance with some embodiments. Referring back to FIG. 1, the engine 108 may be connected to the free float turbocharger 102 which may be further connected to the LNT device 104 through the turbine 112 and an intake air 402 through the compressor 314. In an embodiment, the turbine 112 and the compressor 114 may be connected through a shaft 314.
[033] The engine 108 may be a diesel combustion engine affixed to a vehicle chassis. The engine 108 may produce exhaust gases which may include harmful chemical gases i.e., NOx, partially burnt diesel particles, etc. These harmful chemical gases in the exhaust gases may contaminate the environment. So, the LNT device 104 may be incorporated in the vehicle, but the LNT device 104 may only be efficient when the exhaust gases are in the temperature range of 200-400 degrees Celsius while the normal temperature of the exhaust gases may be up to 600 degrees Celsius. Thus, a system 100 is incorporated in the vehicle 110 to maintain the exhaust gas temperature in the range of 200-400 degrees Celsius.
[034] In an embodiment, the exhaust gases produced by the engine 108 may be fed to the turbine 112 of the free float turbocharger 102. The exhaust gases have kinetic energy and heat energy due to the flow and the combustion of fuel in the engine 108. Further, the turbine 112 may include a turbine wheel (not shown) which may have spiral radial vanes along its surface. The exhaust gases may flow through the turbine wheel (not shown) of the turbine 112 and force the turbine wheel to rotate in direction of the flow of the exhaust gases. The high kinetic energy of the exhaust gases starts rotating the turbine wheel. Thus, transforming the kinetic energy of the exhaust gases into the rotational energy of the turbine wheel of the turbine 112, the exhaust gases may also lose some of the heat energy to the turbine 112. The turbine 112 may absorb the heat energy as the turbine may be metallic which may absorb heat while in contact with the hot surroundings. In an embodiment, the exhaust gases may lose heat energy while transforming the kinetic energy of the exhaust gases into the rotational energy of the turbine wheel. As, while transferring the kinetic energy to the turbine wheel the molecules of the exhaust gases may slow down causing the latent heat to drop. Thus, the exhaust gas temperature may reduce from 600 degree Celsius to the range of 200-400 degrees Celsius.
[035] Further, in order to significantly transfer the kinetic energy and the heat energy to the turbine wheel, a load is attached to the turbine 112 via the shaft 314. The load may be a compressor 114 that may be powered by the rotation of the turbine wheel of the turbine 112 by the action of the kinetic energy of the exhaust gases. The compressor 114 may provide a resistance to the rotation of the turbine wheel. The resistance provided by the compressor 114 may consume more kinetic energy to rotate the turbine wheel of the turbine 112. Thus, the kinetic energy consumed by the compressor 114 of the free float turbocharger 102 may be utilized to suck in the fresh intake air 402 from the surrounding of the system 100. The sucked air 402 may be compressed and fed to the engine 108 that may increase the rate of combustion of the fuel in the engine 108 which may generate more power. The engine 108 may also burn the fuel more efficiently and reduce the partially burnt fuel particles.
[036] In an embodiment, the exhaust gases in the temperature range of 200-400 degrees Celsius may be fed to the LNT device 104 directly. The LNT device 104 may then reduce the NOx in the exhaust gases using an adsorber device. The NOx may be reduced in the adsorber device (not shown) by a high reactive metal than the nitrogen i.e., barium. The adsorber after reducing the NOx releases the non-harmful gas nitrogen in the atmosphere.
[037] The techniques described above relate to a system for treatment of vehicle 110 exhaust gases. The above techniques provide a cost-effective solution for reducing exhaust gas emissions of a vehicle. It may be noted that the system is achieved by a free float turbocharger. The free float turbocharger reduces the temperature of the exhaust gases, such that the temperature is within a range of 200-400 degrees Celsius. Thereafter, an LNT device (that operates optimally within the range of 200-400 degree Celsius) coupled to the free float turbocharger treats the exhaust gases to remove NOx. The device thus provides an efficient and low-cost system and mechanism for reducing NOx emissions of vehicles. It should be noted that along with reduced emissions, the system may increase the power of the engine 108 and may also increase the efficiency of fuel combustion in the engine 108.
[038] In light of the above-mentioned advantages and the technological advancements provided by the disclosed device and system, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the device itself as the claimed steps provide a technical solution to a technical problem.
[039] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[040] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general, such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general, such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
[041] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[042] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, Claims:
CLAIMS

We claim:
1. A system (100) for treatment of engine (108) exhaust gases, the system (100) comprising:
a turbocharger (102) configured to couple with an exhaust valve of the engine (108), wherein the turbocharger (102) comprises:
a first inlet configured to receive the exhaust gases from the engine (108);
a body configured to reduce a temperature of the exhaust gases of the engine (108) below a predefined temperature; and
a first outlet configured to expel the exhaust gases after temperature reduction, wherein the body connects the first inlet and the first outlet; and
a Lean Nitrogen oxides (NOx) Trap (LNT) device (104) configured to couple with the first outlet, wherein the LNT device (104) comprises:
a second inlet configured to receive the exhaust gases below the predefined temperature from the first outlet; and
an adsorption device (116) coupled to the second inlet, wherein the adsorption device (116) is configured to:
adsorb NOx in the exhaust gases; and
reduce the NOx into Nitrogen.

2. The system (100) as claimed in claim 1, wherein the body comprises:
a turbine (112) configured to rotate in a direction of flow of exhaust gases received from the first inlet valve; and
a compressor (114), wherein the turbine (112) is connected to the compressor (114) via a shaft, and wherein the compressor (114) is configured to provide resistance to rotation of the turbine (112),
wherein rotation of the turbine (112), enabled by the exhaust gases, opposing resistance provided by the compressor (114) reduces the temperature of the exhaust gases received from the engine (108).

3. The system (100) as claimed in claim 1, wherein rotation of the turbine (112) opposing resistance provided by the compressor (114) converts energy of the exhaust gases into kinetic energy of the rotating turbine (112), and wherein the conversion of the energy of the exhaust gases into the kinetic energy of the rotating turbine reduces the temperature of the exhaust gases.

4. The system (100) as claimed in claim 1, wherein the turbocharger (102) is a free-float turbocharger.

5. An engine assembly (106) for treating exhaust gases, the engine assembly (106) comprising:
an engine (108) configured to produce exhaust gases;
a turbocharger (102) connected to an exhaust valve of the engine (108), wherein the turbocharger (102) comprises:
a first inlet valve configured to receive the exhaust gases from the engine (108);
a body configured to reduce a temperature of the exhaust gases of the engine (108) below a predefined temperature; and
a first outlet valve configured to expel the exhaust gases after temperature reduction, wherein the body connects the first inlet valve and the first outlet valve; and
a Lean Nitrogen oxides (NOx) Trap (LNT) device (104) connected to the first outlet valve, wherein the LNT device (104) comprises:
a second inlet valve configured to receive the exhaust gases below the predefined temperature from the first outlet valve; and
an adsorption device (116) coupled to the second inlet valve, wherein the adsorption device (116) is configured to:
adsorb Nox in the exhaust gases; and
reduce the Nox into Nitrogen (N).

6. The engine assembly (106) as claimed in claim 5, wherein the body comprises:
a turbine (112) configured to rotate in a direction of flow of exhaust gases received from the first inlet valve; and
a compressor (114), wherein the turbine (112) is connected to the compressor (114) via a shaft, and wherein the compressor (114) is configured to provide resistance to rotation of the turbine (112),
wherein rotation of the turbine (112), enabled by the exhaust gases, opposing resistance provided by the compressor (114) reduces temperature of the exhaust gases received from the engine (108).

7. The engine assembly (106) as claimed in claim 5, wherein rotation of the turbine (112) opposing resistance provided by the compressor (114) converts energy of the exhaust gases into kinetic energy of the rotating turbine (112), and wherein conversion of the energy of the exhaust gases into the kinetic energy of the rotating turbine (112) reduces the temperature of the exhaust gases.

8. The engine assembly (106) as claimed in claim 5, wherein the turbocharger (102) is a free-float turbocharger.

9. A vehicle (110) comprising:
an engine (108) coupled to a vehicle chassis, wherein the engine (108) is configured to produce exhaust gases;
a turbocharger (102) connected to an exhaust valve of the engine (108), wherein the turbocharger (102) comprises:
a first inlet valve configured to receive the exhaust gases from the engine (108);
a body configured to reduce a temperature of the exhaust gases of the engine (108) below a predefined temperature; and
a first outlet valve configured to expel the exhaust gases after temperature reduction, wherein the body connects the first inlet valve and the first outlet valve; and
a Lean Nitrogen oxides (NOx) Trap (LNT) device (104) connected to the first outlet valve, wherein the LNT device (104) comprises:
a second inlet valve configured to receive the exhaust gases below the predefined temperature from the first outlet valve; and
an adsorption device (116) coupled to the second inlet valve, wherein the adsorption device (116) is configured to:
adsorb NOx in the exhaust gases; and
reduce the NOx into Nitrogen (N).

10. The vehicle (110) as claimed in claim 9, wherein the body comprises:
a turbine (112) configured to rotate in a direction of flow of exhaust gases received from the first inlet valve; and
a compressor (114), wherein the turbine (112) is connected to the compressor (114) via a shaft, and wherein the compressor (114) is configured to provide resistance to rotation of the turbine (112),
wherein rotation of the turbine (112), enabled by the exhaust gases, opposing resistance provided by the compressor (114) reduces the temperature of the exhaust gases received from the engine (108).

11. The vehicle (110) as claimed in claim 9, wherein rotation of the turbine (112) opposing resistance provided by the compressor (114) converts energy of the exhaust gases into kinetic energy of the rotating turbine (112), and wherein the conversion of the energy of the exhaust gases into the kinetic energy of the rotating turbine (112) reduces the temperature of the exhaust gases.

12. The vehicle (110) as claimed in claim 9, wherein the turbocharger (102) is a free-float turbocharger.